REPORT 


ON  THE  SURV;S;I: 

: :.*;•*  \\.  '' 
• i J v • ••  • • • 

OF  THE  •..••••  . • 

EUROPEAN  AND  NORTH  AMERICAN 

RAILWAY: 


MADE  UNDER  THE  AUTHORITY  OF  THE 


STATE  OF  MAINE. 


BY  A.  C.  MORTON, 

CIVIL  ENGINEER. 


PORTLAND: 

HARMON  AND  WILLIAMS,  PRINTERS 

1851. 


3 n~  < 

tf  'i  7-T 

I 

te 


ENGINEER’S  OFFICE, 
Portland,  March  24th,  1851. 

To  His  Excellency, 

JOHN  HUBBARD, 

Governor  of  Maine. 

Sir  : 


Q 


The  appointment,  which  your  Excellency  was  pleased  to  tender 
me  as  Engineer,  to  make  the  preliminary  survey  of  the  European 
and  North  American  Railway,  was  received  on  the  29th  day  of 
August  last,  together  with  a copy  of  the  Resolutions  of  the  Legisla- 
ture authorizing  the  survey. 

I proceeded  at  once  to  make  the  necessary  arrangements  to  carry 
out  the  intentions  of  the  Legislature  with  as  little  delay  as  possible. 

On  reference  to  the  public  archives  of  the  State,  it  was  ascertain- 
ed that  no  definite  information  relative  to  the  topography  of  the 
country  through  which  the  proposed  survey  was  to  be  made,  could 
be  obtained. 

No  examination,  to  any  considerable  extent,  had  been  made  of 
that  portion  of  the  State,  between  the  Penobscot  and  St.  Croix 
Rivers,  except  those  of  a general  character,  made  at  an  early  period 
in  kyin2  ofF  townships,  or  subsequently  attempted  in  determining 
the  limits  of  certain  lumber  districts. 

The  plans  within  my  reach  afforded  only  an  approximate  idea  of 
the  position  of  the  principal  streams  and  lakes,  as  roughly  laid  down 


^2.11*52. 


4 


by  various  persons  at  different  periods,  without  concert  of  action  or 
uni^y.  qf  .purpose. 

t(‘  «(t‘  't  «■*  * c « « . 

\fath  .‘r^fey^fic®*  ‘{jo  f thd  position  and  elevation  of  ranges  of  high 
Ihndsf — oY  .'the.  general  formation  of  the  country — the  fall  of  streams 
ancl  the  relative.  ejevht.ia'a.s  of  different  waters — these  plans  were  en- 
tirely^sel^Vsi  anjl  ja/farded  no  information  of  any  value  whatever. 

C*  <CC€  ‘ * « * 

The  whole  country  between  the  Penobscot  and  the  St.  Croix,  in 
a direct  line  from  Bangor  towards  St.  John,  was  known  to  be  a 
wilderness,  and  its  character,  with  reference  to  the  facilities  it  would 
afford  for  the  construction  of  a railway,  entirely  unknown. 

The  character  and  extent  of  the  country  to  be  examined — the  ad- 
vanced period  of  the  year  in  which  the  service  was  to  be  performed 
— the  absolute  necessity  of  completing  it  before  winter  should  set 
in — and  withal  the  limited  amount  of  the  appropriation,  were  con- 
siderations which  required  the  immediate  and  most  energetic  prose- 
cution of  the  survey. 

Under  these  circumstances  it  was  deemed  advisable  to  place  a 
competent  force  in  the  field,  to  insure  its  completion  beyond  a doubt 
during  the  autumn; — and  two  efficient  parties  of  Engineers  were 
accordingly  organized  on  the  17th  of  September  and  directed  to 
commence  the  survey  simultaneously  on  the  Penobscot  and  the  St. 
Croix,  and  advance  into  the  interior  until  they  should  meet  and 
unite  their  lines. 

These  parties  were  placed  under  the  general  supervision  of  Mr. 
R.  T.  Bailey,  who  was  to  pass  back  and  forth  between  them,  care- 
fully exploring  the  country,  and  giving  such  directions  to  the  heads 
of  the  parties,  from  time  to  time,  as  the  nature  of  the  ground  should 
require. 

The  Resolve  of  the  Legislature  required  that  the  suivey  should 
be  made  “from  the  City  of  Bangor,  crossing  the  Penobscot  river 
north  of  the  Bangor  and  Brewer  bridge,  over  the  most  practicable 


5 


and  direct  route,  in  a line  to  the  city  of  St.  John  in  New  Bruns- 
wick, to  the  Eastern  Boundary  of  the  State,  so  as  to  connect  there 
with  a railway  to  be  constructed  from  said  city  of  St.  John,  to  said 
Eastern  Boundary.”  From  the  relative  position  of  the  coast  and  of 
the  two  points  named  in  the  resolution,  it  was  quite  evident  that  a 
direct  line  would  pass  through  the  interior  near  the  head  waters  of 
the  various  rivers  between  the  Penobscot  and  St.  Croix.  This 
course  however  could  not  be  pursued  by  leaving  the  Penobscot  near 
Bangor,  on  account  of  the  Brewer  mountains,  which  have  a north- 
erly and  southerly  direction. 

This  range  of  highlands  however,  falls  off  to  the  north,  and  this 
fact  plainly  indicated  that  the  most  feasible  point  to  leave  the  Pe- 
nobscot valley,  with  a view  to  avoid  these  high  grounds  and  to  at- 
tain a position  east  of  them,  which  should  be  on  the  most  direct 
route  to  St  John,  would  be  either  through  the  valley  of  the  Great 
Works  or  Sunkhaze  streams. 

This  question  settled — another  arose,  which  in  the  early  part  of 
the  survey  caused  some  embarrassment.  While  the  most  direct 
route,  in  Maine,  towards  a given  point  in  the  Province  of 
New  Brunswick,  a distance  of  70  or  80  miles  east  of  the  Boun- 
dary, was  to  be  pursued,  another  requirement  was  to  be  met,  which 
was — such  an  approach  to  the  Boundary  as  would  permit  a junction 
to  be  formed  with  a line  to  be  extended  from  St.  John  to  the  same 
point,  by  the  most  direct  and  feasible  route  in  New  Brunswick.  In 
the  early  stages  of  the  survey  of  New  Brunswick,  a northern  route 
seemed  to  be  the  most  feasible,  if  not  the  only  practicable  one,  be- 
tween St.  John  and  the  Boundary,  in  the  direction  of  Bangor,  and 
this  permitted  an  approach  to  the  Boundary  at  two  points,  to  wit : 
one  at  Calais  or  St.  Stephens,  and  the  other  at  the  mouth  rof  Ca- 
nous  river,  some  10  miles  above  Grand  Falls. 

The  latter  terminus  being  admitted,  a material  reduction  of  dis- 
tance from  that  of  the  former  was  the  result,  and  presented  other 


6 


valuable  considerations  which  could  not  be  disregarded  so  long  as 
the  idea  of  a Northern  route  in  New  Brunswick  was  entertained. 

Under  these  circumstances,  and  in  view  of  the  limited  appropria- 
tion which  at  most  would  permit  the  survey  of  but  one  general 
route,  it  appeared  important  that  the  line  in  Maine  should  occupy 
a position  which  would  permit  a junction  to  be  made  at  either  or 
both  of  the  above  mentioned  points,  coincident  with  the  survey  in 
New  Brunswick.  In  addition  to  these  reasons,  the  northerly  posi- 
tion attained  by  the  line  passing  north  of  the  Brewer  range  of  high- 
lands, and  the  course  of  the  streams  and  character  of  the  country 
as  determined  by  the  first  exploration,  afforded  strong  grounds  to 
believe  that  a northerly  route  in  Maine,  passing  near  the  Scoodic 
Lakes,  would  not  only  meet  the  above  requirements,  but  that  it 
would  prove  as  direct  and  feasible  as  any  other,  if  a northern  route 
in  New  Brunswick  was  adopted.  It  also  possessed  the  additional 
advantage  of  permitting  two  terminii  at  the  Boundary,  the  greater 
portion  of  the  line  being  common  to  both. 

Subsequently,  the  survey  in  New  Brunswick  was  terminated  at 
St.  Stephens,  opposite  Calais,  while  the  observations  and  explora- 
tions made  in  the  progress  of  the  survey,  fully  demonstrated  the 
feasibility  of  the  route  terminating  at  the  mouth  of  Canouse  river, 
at  a reduced  distance  as  connected  with  the  main  Northern  route  in 
New  Brunswick. 

The  line  in  Maine  was  therefore  extended  to  Calais  where  a 
junction  was  formed  and  our  explorations  demonstrated  correspond- 
ing results  as  it  regards  the  northern  terminus  at  Canouse  river, 
there  being  a saving  of  distance  on  both  sides  of  the  Boundary. 

The  subsequent  and  unexpected  examination  of  a main  Southern 
route  from  St  John  to  Calais,  somewhat  modified  this  question  and 
induced  further  examinations  on  the  American  side  of  the  Bound- 
ary, the  results  of  which  will  be  given  in  a subsequent  part  of  this 
report. 


7 


It  appears  proper  here  to  allude  thus  to  some  of  the  causes  which 
influenced  the  adoption  of  a northerly  route  in  the  present  survey, 
inasmuch  as  those  who  became  advocates  of  a more  southern  route 
at  a late  date  in  the  progress  of  the  survey,  seemed  to  think  their 
interests  seriously  jeopardized.  So  far  from  it,  the  adoption  of  that 
course,  has  been  the  principal  cause  in  promoting  as  full  an  ex- 
amination of  a southerly  route,  both  in  New  Brunswick  and 
Maine,  as  circumstances  would  permit,  and  although  this  has 
not  demonstrated  the  great  superiority  of  one  route  over  anoth- 
er, in  Maine,  yet  it  has  had  a marked  result  in  New  Brunswick, 
tending  strongly  to  establish  the  fact  that  St.  Stephens  and  Calais 
are  the  most  suitable  points  in  every  respect  for  a junction  of  the 
proposed  lines.  Further — that  these  points,  whether  the  general 
route  as  now  surveyed  in  Maine,  or  a more  southerly  one  should 
finally  be  adopted,  are  on  the  most  direct  feasible  route  between  the 
cities  of  Bangor  and  St.  John. 

In  determining  on  the  plan  of  operation  at  the  commencement  of 
the  survey,  it  was  deemed  important  if  possible  to  pursue  such  a 
course  as  would  obtain  the  largest  amount  of  useful  information 
connected  with  the  great  enterprise,  with  the  limited  means  at  hand; 
and  it  is  believed  the  result  indicates  that  this,  has  in  part,  at  least, 
been  accomplished. 

With  a larger  appropriation  and  more  time  at  our  disposal,  a 
broader  range  would  have  been  taken,  and  this  probably  would 
have  been  attended  with  still  more  satisfactory  results. 

Under  the  circumstances  however  in  which  the  survey  was  exe- 
cuted, we  were  necessarily  restricted  to  the  simple  object  of  de- 
termining whether  there  was  a practicable  route  from  the  Penobscot 
to  the  St.  Croix,  on  a generally  direct  course. 

In  accomplishing  this  service,  the  selection  of  a supposed  practica- 
ble route  was  to  be  made  at  the  outset,  for  from  reasons  before  stated, 
we  could  not  retrace  lines,  much  less  survey  a variety  of  routes.  If 


8 


after  having  surveyed  a large  portion  of  the  distance,  obstacles  of 
so  formidable  a character  were  unexpectedly  ” encountered  as  to  re- 
quire an  abandonment  of  the  route,  no  remedy  would  be  left,  as  the 
appropriation  would  have  been  exhausted  and  the  season  closed.  On 
this  account,  the  difficulties  of  the  service  were  much  increased, 
and  the  extent  of  wilderness  country  to  be  examined,  together  with 
the  prevailing  want  of  information  with  regard  to  the  geography  of 
this  secluded  district,  rendered  the  most  careful  and  laborious  ex- 
plorations indispensable. 


GENERAL  TOPOGRAPHICAL  VIEW. 

The  distinguishing  characteristics  of  the  topography  of  the  State 
of  Maine,  are  its  extended  coast,  its  noble  harbors  and  rivers,  its  nu- 
merous isolated  mountain  peaks,  and  its  beautiful  lakes,  pic- 
turesquely scattered  over  every  portion  of  its  surface. 

All  that  portion  of  it,  east  of  the  Penobscot,  is  strongly  marked 
by  these  prominent  features.  Numerous  and  valuable  streams  hav- 
ing their  sources  generally  in  the  Lakes  of  the  interior,  traverse  this 
district  of  country  in  various  directions,  the  greater  number  howev- 
er tending  directly  to  the  coast,  while  others  by  a circuitous  course 
running  easterly  and  westerly,  finally  reach  the  ocean  through  the 
Penobscot  and  St.  Croix  rivers. 

Nearly  the  whole  of  this  district  of  the  State,  is  of  the  granite 
formation  and  the  most  irregular  and  broken  portion  of  it  is  along 
the  coast.  As  you  recede  from  the  coast,  the  surface  of  the  country 
becomes  more  uniform;  the  hills  fall  off  and  gradually  unite  with 
the  more  elevated  table  lands. 

That  portion  of  this  district  of  country  lying  to  the  north  of  a 
line  drawn  between  the  cities  of  Bangor  and  St.  John,  and  embrac- 
ing a region  of  20  to  25  miles  in  breadth,  extending  from  the  Pe- 
nobscot to  the  St.  Croix,  includes  the  head  waters  of  nearly  all  the 


9 


streams  flowing  southerly  to  the  ocean,  but  it  is  more  properly  the 
Basin  of  the  Schoodic  Lakes.  The  waters  of  these  lakes  extend 
from  the  Eastern  Boundary  of  the  State  to  a point  about  midway 
between  the  St.  Croix  and  the  Penobscot. 

During  freshets,  these  waters  commingle  with  those  of  the  Pe- 
nobscot, and  canoes  can  pass  from  one  river  to  the  other,  a distance 
of  over  70  miles  without  portage.  Although  this  basin  lies  consid- 
erably north  of  a direct  line  to  St.  John,  yet  its  position  and  gener- 
al features  are  such  as  to  give  it  strong  claims  for  consideration  in 
the  selection  of  a route  for  a line  of  communication  to  the  Eastern 
Boundary. 

If  we  extend  our  observation  along  the  southern  border  of  this  strip 
of  country,  we  find  that  although  it  includes  the  elevated  country, 
dividing  the  waters  flowing  North  and  South,  yet  with  the  excep- 
tion of  the  Brewer  hills  near  the  Penobscot,  there  are  no  continuous 
ranges  of  highlands  between  the  streams  running  transversely  to 
our  course  or  otherwise,  which  interpose  obstacles  of  any  moment. 
In  fact,  we  may  apply  this  remark  to  the  whole  strip  of  country 
above  referred  to,  for  nowhere  within  its  limits,  are  distinct  moun- 
tain ranges  to  be  found.  There  are  however,  occasionally  small 
groups  or  isolated  peaks  of  considerable  elevation,  yet  they  are 
more  regular  in  their  outlines  than  those  along  the  coast,  and  are 
seldom  of  a precipitous  or  Alpine  character. 

Approaching  the  St.  Croix,  south  of  the  Schoodic  Lakes,  the 
country  is  more  irregular  than  that  in  the  vicinity  of  the  Penob- 
scot, and  the  high  grounds  are  often  covered  with  a hard  wood 
growth  and  are  susceptible  of  tillage. 

The  country  south  of  a direct  line  between  Bangor  and  St.  John, 
assumes  a different  character.  The  streams  are  larger,  the  valleys 
deeper,  and  the  intervening  ridges  are  elevated,  precipitous  and 
rocky.  The  general  surface  of  the  country  is  irregular  and  broken, 
with  no  extended  table  land,  plains,  or  valleys  which  would  facilitate 
the  construction  of  a Railway  at  reasonable  expense. 


10 


The  lumber  of  this  portion  of  the  country  is  principally  removed 
and  the  soil  is  of  a less  fertile  character  than  that  north  of  this  line. 

Examining  more  minutely  the  topography  of  the  district  which 
was  more  particularly  our  field  of  observation,  we  find  that  in  a di- 
rect line  from  Bangor  towards  St.  John,  the  Brewer  hills  would 
present  an  obstacle  of  a somewhat  formidable  character.  A few 
miles  above  Bangor  we  find  that  several  streams  enter  the  Penob- 
scot from  the  east,  having  turned  the  northern  flank  of  these  hills, 
and  opened  by  their  valleys  a tolerably  direct  and  favorable  means 
of  reaching  the  interior  without  encountering  this  obstacle. 

The  more  southerly  of  them,  the  Sunkhaze  and  Great  Works 
streams,  early  indicated  that  a line  of  survey  in  an  easterly  direction 
would  naturally  fall  into  one  of  these  valleys. 

Further  up  the  Penobscot,  the  Olammon  and  Passadumkeag 
rivers  enter  from  the  east,  the  latter  being  a large  and  valuable 
stream  having  its  source  near  the  Schoodic  waters.  The  northerly 
position  of  the  latter  two  rivers  rendered  them  unavailable  for  the 
purpose  of  the  present  survey,  having  reference  to  a direct  route 
easterly,  but  they  clearly  indicated  the  general  slopes  and  tendency  of 
the  drainage  of  the  country  immediately  west  of  the  Schoodic  waters. 

The  head  waters  of  the  Sunkhaze  and  Great  Works  streams  “in- 
terlock” with  some  of  the  tributaries  of  Union  river,  which  runs 
southerly  and  nearly  parallel  with  the  Penobscot,  to  the  Ocean. 
The  extreme  source  of  Union  river  is  in  township  No.  40,  near  Ni- 
catous  Lake,  from  which  point  it  has  a westerly  direction  through 
this  and  township  No.  39.  Nicatous  Lake  is  situated  partly  in 
townships  No.  40  and  41,  and  is  of  considerable  extent,  covering 
some  eight  square  miles.  Its  outlet  runs  north,  and  forms  one  of 
the  sources  of  the  Passadumkeag  river.  About  midway  of  this 
Lake,  are  the  “Narrows”  which  are  formed  by  a point  of  land  ex- 
tending out  into  the  Lake  till  it  nearly  reaches  the  western  shore, 
thus  reducing  its  width  from  two  miles  to  three  hundred  feet. 


This  lake  occupies  a position  transversely  to  the  course  which 
would  be  followed  by  any  survey  from  the  Penobscot  towards  the 
Eastern  Boundary  of  the  State,  and  the  peculiar  feature  above  re- 
ferred to,  offers  the  means  of  crossing  it  at  moderate  expense. 

The  largest  inlet  of  this  lake  is  on  the  east  side,  and  near  the 
point  of  land  forming  the  narrows,  which  with  its  tributary,  Freese 
brook,  forms  a valley  extending  in  an  easterly  direction  nearly  to  the 
waters  of  the  East  branch  of  the  Machias  river.  Another  stream 
enters  the  south  end  of  the  Lake,  which  has  its  rise  in  a small  pond 
in  township  number  39  where  there  are  several  other  small  sheets 
of  water  known  as  the  Sabio  Lakes,  which  form  the  sources  of  the 
west  branch  of  Machias  river  flowing  south  easterly. 

The  east  branch  Machias  river  forms  a singular  feature  in  the 
topography  of  the  country.  It  has  its  source  in  five  lakes,  four  of 
which  are  situated  at  the  four  corners  of  township  No.  42.  These 
lakes  are  known  by  their  numbers,  commencing  with  the  most 
southern  which  is  called  “First  Lake.” 

Fifth  Lake  is  situated  at  the  south  west  comer  of  the  township 
and  its  outlet  runs  north  to  the  north-western  corner  where  it  enters 
Fourth  Lake,  thence  the  outlet  of  this  lake  runs  east  till  it  enters 
Third  Lake.  This  is  the  largest  of  these  lakes,  and  is  about  six 
miles  in  length  and  from  one  half  to  three  fourths  of  a mile  in 
width.  Its  outlet  runs  nearly  south,  passing  through  the  two  re- 
maining lakes,  which  are  of  less  extent,  thence  bearing  south-east- 
erly, reaches  the  ocean  in  a distance  of  some  30  miles.  These 
lakes,  with  their  connecting  streams  nearly  surround  township  num- 
ber 42,  and  their  waters  run  to  almost  every  point  of  the  compass. 
The  ground  enclosed  by  these  waters  is  elevated  and  broken,  two 
points  rising  to  a considerable  elevation  and  cover  the  larger  por- 
tion of  the  township.  There  is  a valley  between  these  elevated 
peaks,  the  greatest  elevation  of  which  is  370  feet  above  tide  water. 
These  lakes  vary  in  elevation  from  275  feet  to  380  feet  above  tide 


12 

and  at  their  extreme  northern  bend  approach  very  near  to  the 
Schoodic  waters. 

The  latter  waters  are  known  under  the  general  appellation  of 
“Schoodic  Lakes,”  yet  all  have  their  particular  names;  the  princi- 
pal of  which  are  Genesegarnagum  and  Grand  Lakes.  The  latter 
is  some  80  or  100  feet  above  the  former,  and  its  outlet,  which  is 
from  two  to  three  miles  in  length,  is  known  as  Grand  lake  stream. 

Lake  Genesegarnagum  is  about  200  feet  above  tide,  is  some  ten 
miles  in  length  and  two  to  four  miles  in  width.  Taking  the  Schoodic 
Lakes  together  it  is  probable  that  they  cover  an  area  of  100  square 
miles.  Further  east  and  south,  there  are  Princeton,  Meddybemps, 
Chain  Lakes  and  numerous  others  which  are  mostly  the  sources  of 
rivers  running  southerly. 

The  valley  of  the  St.  Croix  is  bordered  on  the  New  Brunswick 
side  by  elevated  grounds.  There  are. however,  two  streams  of  con- 
siderable size  which  break  through  these  grounds,  one  of  which  en- 
ters the  St.  Croix  at  St.  Stephens,  and  is  known  as  Dennis’  stream, 
and  the  other,  Canouse  river,  running  more  westerly,  unites  with 
the  St.  Croix  about  ten  miles  above  Grand  Falls.  The  mouths  of 
these  streams  are  referred  to  as  points  of  some  importance  as  will 
be  seen  hereafter. 

The  St.  Croix  is  a large  river  and  on  account  of  the  character 
of  its  sources  and  its  numerous  falls  as  it  approaches  tide 
water  is  unusually  valuable  as  furnishing  great  manufacturing  fa- 
cilities. Besides  its  importance  in  this  respect,  it  assumes  a prom- 
inent position  from  its  constituting  the  Boundary  between  the  Uni- 
ted States  and  the  Province  of  New  Brunswick. 

DESCRIPTION  OF  THE  LINE. 

That  part  of  the  route  between  Bangor  and  Oldtown  having  been 
carefully  surveyed  and  the  results  published,  it  did  not  appear  im- 
portant for  the  present  purpose,  that  this  should  be  resurveyed. 


13 


I have  therefore  deemed  it  unnecessary  to  do  more  than  to  present 
such  general  information  relative  to  the  feasibility  of  this  part  of  the 
route,  as  may  he  gathered  from  the  published  report  of  that  survey. 

The  distance  from  the  city  of  Bangor  to  Milford,  opposite  Old- 
town,  is  13  miles.  The  line  follows  the  west  side  of  the  valley  of 
the  Penobscot  for  the  whole  distance,  and  is  generally  found  to  be 
favorable. 

At  a place  known  as  Thompson’s  Point,  four  miles  from  Bangor, 
the  Penobscot  river  makes  a circuit  southward,  thence  it  sweeps 
around  westerly  till  it  reaches  the  “Bed  Bridge.”  Two  lines  have 
been  surveyed  from  this  point,  one  following  the  windings  of  the 
river  and  the  other  by  a more  direct  course  avoids  the  bend  in  the 
river,  and  saves  three  fourths  of  a mile  in  distance.  Following  the 
river  from  Bangor  to  Oldtown  and  Milford,  the  grades  are  either 
level  or  descending,  in  the  direction  of  Bangor,  for  the  whole  dis- 
tance, and  no  grade  exceeds  twenty-five  feet  per  mile.  Following 
the  interior  route  there  will  be  one  gradient  of  41  feet  per  mile  for 
a distance  of  one  and  three  fourths  miles,  ascending  in  the  direc- 
tion of  Oldtown,  and  one  of  ten  feet  per  mile  ascending  in  the 
opposite  direction.  On  the  remaining  portion  of  the  distance,  the 
grades  coincide  with  the  other  line. 

In  view  of  the  general  character  of  other  portions  of  the  route 
between  the  Penobscot  and  the  St.  Croix,  and  the  important  saving 
in  distance  effected  by  the  interior  route,  it  is  probable  that  on  a 
more  full  examination  it  will  be  found  preferable,  and  in  making  up 
the  distance  from  Bangor  to  Milford,  this  line  has  been  adopted. 

The  cost  of  this  portion  of  the  line  will  probably  be  above  the 
average,  in  consequence  of  the  irregularity  of  the  grounds  bordering 
the  river,  and  the  necessity  of  building  massive  protection  wall  at 
various  points,  and  the  greater  extent  of  bridging. 

The  point  selected  for  crossing  the  river  at  Milford,  is  in  every 
respect  favorable. 


14 


In  leaving  the  valley  of  the  Penobscot,  two  routes  present  them- 
selves, one  through  the  valley  of  the  Sunkhaze,  and  the  other 
through  the  valley  of  the  Great  Works  stream.  These  routes  would 
not  probably  unite  until  they  reach  Union  river. 

In  this  as  well  as  all  other  similar  questions  of  routes  which  sub- 
sequently presented  themselves  for  consideration,  we  were  governed 
in  making  a selection,  by  the  greater  probability  of  success  as  indi- 
cated by  the  size  and  position  of  the  streams  traversing  the  country. 
The  Sunkhaze  being  a larger  stream  than  the  Great  works,  and 
penetrating  further  into  the  interior,  its  sources  nearly  reaching 
those  of  Dead  stream,  a tributary  of  Union  river,  running  easterly, 
seemed  to  point  it  out  as  a route  affording  greater  hopes  for  suc- 
cess in  the  trial  line  which  could  only  be  run  at  this  time,  and  it 
was  accordingly  adopted.  It  was  ascertained  by  explorations  that 
favorable  grounds  in  the  direction  of  the  head  waters  of  the  Sunk- 
haze, would  permit  the  line  to  leave  the  Penobscot  nearly  opposite 
Oldtown  and  not  approaching  very  near  the  former  stream,  except 
at  one  point  till  it  was  crossed  in  township  Number  32,  a distance 
of  about  8 miles  from  the  Penobscot. 

The  survey  was  commenced  at  the  village  of  Milford,  and  fol- 
lowing near  the  river  for  about  half  a mile,  in  order  to  pass  some 
high  ground  in  its  immediate  vicinity,  thence  curving  easterly  it 
leaves  the  river  and  bears  nearly  east  on  a straight  line,  for  6 miles, 
to  the  crossing  of  Birch  stream,  a tributary  to  the  Sunkhaze.  This 
stream,  at  the  point  of  crossing,  is  elevated  considerably  above  the 
immediate  country  crossed  by  the  line.  In  approaching  it  a heath  is 
crossed  of  about  one  and  one  half  miles  in  extent,  on  the  easterly 
side  of  which  the  ground  rises  rather  abruptly  to  an  elevation  above 
it  of  65  feet,  which  forms  the  western  bank  of  this  stream. 

There  is  some  curvature  required  in  crossing  it,  after  which  how- 
ever, the  line  continues  on,  in  nearly  the  same  general  direction, 
leaving  the  stream,  which  here  runs  northerly,  and  crossing  undu- 


15 

lating  giound,  it  ascends  to  the  more  elevated  country  bordering  the 
Sunkhaze  stream. 

It  will  be  observed  by  reference  to  the  profile  of  the  line,  that  be- 
tween the  heath  above  mentioned,  and  this  stream  there  are  grades 
of  40  and  45  feet  per  mile  for  about  three  miles. 

From  the  Penobscot  to  the  point  where  the  Sunkhaze  is  crossed, 
a distance  of  nine  miles,  the  line  is  straight,  with  the  exception  of 
some  little  curvature  at  Birch  stream.  It  is  a question  however, 
whether  it  would  not  be  advisable  in  leaving  the  Penobscot,  to 
adopt  a line  diverging  northerly  from  the  one  run,  which  will  carry 
the  road  on  more  firm  ground  north  of  the  heath,  and  reach  the 
valley  of  Birch  stream  at  a point  further  to  the  north,  thus  ap- 
proaching the  elevated  grounds  in  its  vicinity,  in  a more  favorable 
position,  and  skirting  along  the  valley  southerly  for  a short  dis- 
tance before  leaving  it,  would  probably  not  only  avoid  some  heavy 
cutting,  but  somewhat  develop  the  line,  and  consequently  reduce  the 
inclination  of  the  gradient  below  that  required  on  the  more  direct 
line  now  surveyed.  More  particular  examination  of  the  ground 
will  enable  a proper  decision  to  be  made  as  to  the  best  course  to  be 
pursued  in  the  location  of  the  road  between  these  points. 

The  Sunkhaze  stream  is  crossed  by  a bridge  of  30  feet  span, 
after  which  the  line  follows  up  the  valley  of  this  stream  nearly  to 
it  source,  thence  it  crosses  to  the  waters  of  Dead  stream,  which 
flow  easterly  and  enter  Williams  Pond.  This  pond  is  in  the  town 
of  Tilden,  which  with  Brandy  Pond,  in  township  number  30,  and 
Alligator  Pond  in  township  number  34,  forms  the  principal  source 
of  Union  river. 

The  line  crosses  Dead  stream,  and  continues  nearly  an  east 
course,  crossing  a slightly  undulating  country  to  the  waters  of  Un- 
ion river,  a short  distance  above  Williams  pond.  This  point  is  18 
miles  from  the  Penobscot  river  at  Milford,  and  is  elevated  205  feet 
above  it  at  that  place.  The  greatest  intermediate  elevation  passed 


16 


over  is  257  feet  above  the  same  base.  The  general  direction  of  the 
line  is  good,  and  but  a small  amount  of  curvature  is  required.  The 
principal  obstacle  encountered  is  the  heath  before  referred  to,  which 
in  some  parts  was  found  to  be  soft,  with  a great  depth  of  unstable 
vegetable  matter.  It  is  believed  however,  that  this  may  be  mostly 
avoided  in  the  manner  before  described,  and  this  without  much  in- 
crease of  distance  or  curvature. 

It  is  proper  here  to  remark  relative  to  a more  southern  route,  via. 
the  Great  works  stream,  that  the  position  of  the  branches  of  this 
stream  indicate  that  there  may  be  two  routes  by  which  the  waters 
of  Union  river  may  be  reached. 

One  following  the  northerly  branch  in  the  direction  of  the  Sunk- 
haze  at  the  point  where  it  crosses  into  the  township  of  Bradley, 
there  uniting  with  the  present  line,  and  the  other  pursuing  a 
south  easterly  course  through  the  valley  of  one  of  the  larger  branch- 
es, to  the  northerly  part  of  township  number  32,  where  it  would  in- 
tersect the  line  surveyed,  in  the  valley  of  the  Sunkhaze,  or  reach 
the  waters  of  Dead  stream  by  a more  southerly  course,  and  thence 
descend  to  Williams  pond,  uniting  with  the  line  now  surveyed. 

Circumstances  did  not  permit  us  to  either  survey  or  explore  these 
routes,  but  should  future  examinations  demonstrate  their  practica- 
bility, either  will  probably  reduce  the  distance  below  that  by  the 
way  of  Sunkhaze  route.  In  any  surveys  which  may  be  made  for 
this  work  hereafter,  the  country  traversed  by  this  stream,  and  the 
northern  and  central  portions  of  township  number  32,  should  be 
thoroughly  examined. 

The  line  as  now  surveyed,  having  reached  Union  river,  bears 
northerly,  following  up  that  stream  to  Brandy  pond,  thence  along 
the  southerly  side  of  that  pond,  and  its  inlet,  crosses  township 
number  40  and  reaches  Nicatous  Lake  at  the  “Narrows.” 

Union  river  is  crossed  at  a point  near  where  the  Alligator  branch 
of  that  stream  enters,  and  will  require  a bridge  of  100  feet  span. 


17 


This  point  appears  to  be  the  most  natural  divergence  for  a more 
southerly  route,  which  will  be  described  in  a subsequent  part  of  this 
report.  By  reference  to  the  general  map  herewith  submitted,  it  will 
be  observed  that  between  the  point  of  crossing  the  Sunkhaze  in 
township  No.  32,  and  Brandy  pond  in  township  No.  39,  the 
line  makes  a detour  to  the  south.  With  a view  to  avoid  this,  some 
explorations  were  made  to  the  north,  but  not  sufficient  to  determine 
the  practicability  of  a more  northerly  route.  As  indicated  on  the 
map,  a saving  in  distance  of  about  one  mile  would  be  made,  should  it 
prove  practicable. 

The  “Narrows,”  as  they  are  termed,  at  Nicatous  Lake,  present, 
as  I before  intimated,  a remarkable  feature  in  the  topography  of  this 
vicinity. 

They  are  formed  by  a long  narrow  point  of  land  running  out  into 
the  lake  from  the  east,  of  nearly  one  mile  in  length,  and  by  several 
small  islands  in  the  same  range.  The  extent  of  bridging  required 
at  this  place,  will  not  probably  exceed  275  feet,  and  possibly  may  be 
reduced  to  one  span  of  130  feet,  the  remaining  portion  being  filled 
in  permanently  by  embankment. 

The  point  of  land  which  forms  the  narrows  occupies  a favorable 
position,  not  requiring  the  general  direction  of  the  line  to  be  varied 
in  crossing  the  lake  in  the  most  advantageous  and  economical  manner. 

From  Union  river  to  the  east  side  of  this  Lake,  a distance  of  ten 
miles,  the  country  is  of  a highly  favorable  character,  the  grades 
are  either  level  or  of  moderate  inclination, — the  line  is  straight  for 
the  greater  portion  of  the  distance,  and  the  work  is  light. 

Soon  after  leaving  the  narrows  the  line  crosses  Casabeus  stream, 
which  is  the  outlet  of  a lake  of  the  same  name  connecting  it  with 
Nicatous  lake:  thence  it  bears  more  southerly,  strikes  across  the 
country  to  the  valley  of  Freese  brook,  a branch  of  the  last  mention- 
ed stream,  which  it  follows  for  a short  distance,  thence  it  curves 
easterly,  passing  along  the  base  of  Machias  mountain  to  Fifth  lake 

3 


18 


stream,  which  forms  the  east  branch  of  Machias  river.  From  the 
narrows  to  this  point,  the  distance  is  about  six  miles,  embracing 
township  number  41,  which  the  line  crosses  from  west  to  east,  di- 
viding it  into  nearly  equal  parts.  The  ground,  for  the  whole  dis- 
tance, may  be  regarded  as  favorable,  admitting  of  easy  gradients 
and  light  work. 

Near  the  centre  of  this  township  there  is  a favorable  point  for  the 
divergence  of  a southern  route,  should  the  route  before  referred  to, 
diverging  at  Union  river,  prove  unfavorable. 

After  crossing  township  No.  41,  we  encounter  the  most  difficult 
portion  of  the  Northern  route,  which  falls  within  townships  No.  42 
and  43. 

The  five  lakes  constituting  the  source  of  the  east  branch  of  west 
Machias  river,  nearly  enclose  township  number  42. 

In  this  township  and  in  portions  of  Nos.  43  and  37,  more 
irregular  and  broken  ground  is  found,  than  in  any  other  portion  of 
the  route.  The  Machias  waters  having  performed  this  circuit, 
break  through  these  elevated  grounds  in  the  south-western  part  of 
township  No.  43. 

The  question  as  to  the  best  route  to  follow  in  crossing  township 
No.  42,  was  involved  in  much  doubt,  and  although  there  were  three 
routes  which  appeared  practicable,  yet  it  was  impossible  to  deter- 
mine satisfactorily  by  exploration  only,  which  was  preferable. — 
Circumstances  did  not  permit  us  to  survey  all,  and  in  this  instance, 
as  in  a number  of  others,  subsequent  instrumental  examinations 
increased  our  general  knowledge  of  the  topography  of  the  country, 
and  developed  features  which  afforded  evidence  that  in  balancing 
the  merits  of  various  subordinate  routes,  the  best  were  not  in  every 
instance  selected. 

The  route  which  was  adopted  by  the  survey  after  crossing  Fifth 
lake  stream,  follows  along  its  bank,  running  northerly  for  about  one 
mile,  thence  curving  easterly,  it  reaches  the  valley  of  a small 


19 


stream  running  northerly  into  Fourth  lake,  which  it  follows  to  its 
source,  thence  it  strikes  across  to  the  head  of  Fletcher’s  brook  run- 
ning southerly  into  Machias  river,  which  it  follows  to  the  south  line 
of  township  No.  42,  thence  curving  easterly  leaves  the  valley  of 
this  brook,  and  running  easterly,  passes  into  the  south-west  corner 
of  township  No.  43,  where  it  crosses  the  east  branch  of  Machias 
river,  thence  ascending  along  its  east  [bank,  attains  the  dividing 
ridge  between  the  latter  stream  and  the  Schoodic  waters.  A more 
southern  route,  passing  the  high  grounds  in  number  42,  will  on  ex- 
amination probably  be  found  nearly  or  quite  as  favorable  as  the  one 
above  described,  which  would  bear  southerly,  following  up  Fifth 
lake  stream  to  Fifth  lake,  thence  along  the  north  shore  of  the  latter 
to  its  head,  thence  by  an  easterly  course  cross  Fletcher’s  brook  and 
unite  with  the  other  line  near  Machias  river.  A northern  route  is 
practicable,  which  would  pass  to  the  north  of  the  high  grounds  in 
number  42,  and  cross  Third  lake  at  the  “Narrows,”  thence  bearing 
southerly  ascend  to  the  summit  in  township  number  43  where  it 
would  unite  with  the  line  first  described.  This  route,  while  it 
would  probably  avoid,  to  a considerable  extent,  the  elevation  en- 
countered by  the  other  two  routes  in  townships  42  and  36,  would 
also  approach  the  summit  in  number  43  by  a more  favorable  direc- 
tion, yet  it  encounters  the  expense  of  crossing  Third  lake  which 
possibly  may  prove  a somewhat  formidable  obstacle.  We  were  un- 
able to  make  sufficient  examination  to  determine  whether  this  could 
be  accomplished  within  reasonable  cost.  It  is  known  that  there  are 
a number  of  small  islands  in  the  lake  at  this  place,  and  the  appear- 
ances indicate  that  the  water  is  shoal. 

As  the  line  actually  surveyed,  crossing  townships  number  42  and 
43,  requires  heavier  grades  for  several  miles  than  are  necessary  in 
any  other  portion  of  the  line  with  one  exception,  between  the  Pe- 
nobscot and  the  St.  Croix,  and  the  route  by  Fifth  lake  requires 
nearly  the  same  maximum  grade,  it  renders  any  other  route  which 


20 


will  permit  a reduction  of  these  gradients,  a matter  of  much  impor- 
tance, even  though  other  difficulties  involving  greater  cost  should  be 
encountered. 

These  routes  are  indicated  by  the  broken  and  full  red  lines  on 
the  map,  and  will  doubtless  hereafter  receive  due  consideration  in 
determining  the  final  location  of  the  road. 

Descending  easterly  from  the  summit  in  township  number  43,  a 
grade  of  53  feet  per  mile  is  required  for  12,100  feet.  The  cutting 
at  this  summit  contains  160,000  cubic  yards,  a considerable  portion 
of  which  will  be  rock. 

In  descending  to  Musquash  brook  with  this  inclination,  an  em- 
bankment of  considerable  magnitude  is  required.  There  are  favor- 
able points  from  which  the  material  needed  for  this  work  may  be 
taken. 

From  this  brook  to  the  dividing  ridge  between  Lake  Genesegar- 
nagum  and  Princeton  lake,  a distance  of  eight  miles,  the  line  is 
mostly  straight,  and  the  ground  generally  favorable.  This  portion 
of  the  line  is  in  townships  21  and  27,  and  crosses  Big  and  Little 
Walamatogue,  Clifford’s  and  Scott’s  brooks,  all  of  which  are  small 
streams,  running  northerly,  not  requiring  bridges  of  greater  spans 
than  from  20  to  50  feet. 

As  the  line  approaches  township  number  21,  it  bears  north  east, 
descending  to  the  head  of  Princeton  Lake,  thence  it  bears  southerly 
passing  from  the  centre  to  the  south  east  corner  of  the  town  of 
Princeton,  near  which  point  it  reaches  the  head  of  Whapskenegan 
brook,  which  it  follows  to  the  St.  Croix  river,  and  thence  along  the 
west  bank  of  the  latter  stream  to  Baring,  where  it  intersects  the 
Calais  and  Baring  Bail  Road.  This  distance  is  19  1-2  miles,  and 
includes  the  towns  of  Princeton,  Baileyville  and  part  of  Baring. 
No  points  of  great  expense  for  construction  are  encountered  on  this 
portion  of  the  line,  and  the  grades,  with  one  exception,  are  moderate. 

In  descending  to  the  valley  of  Allens  stream,  at  the  west  line  of 


21 


Princeton,  there  is  an  inclination  of  52  feet  per  mile  required  for  a 
distance  of  about  one  and  one  quarter  miles.  This  may,  by  more 
thorough  examination,  be  reduced  to  40  or  45  feet  per  mile. 

Explorations  were  made  with  a view  of  passing  the  south  side  of 
Princeton  Lake,  but  no  feasible  route  could  be  found  except  at  a 
very  great  increase  of  distance. 

With  Calais  as  a terminus  or  point  of  junction  with  the  Provin- 
cial portion  of  the  road,  this  detour  of  the  line,  to  the  north  of 
Princeton  Lake,  constitutes  an  unfavorable  feature  in  this  route. 
From  Baring  to  Calais,  a distance  of  5 3-4  miles,  the  line  of  the 
Calais  and  Baring  Rail  Road  was  adopted. 

The  work  on  this  road  was  in  an  advanced  state  at  the  date  of 
our  survey.  The  track  is  now  laid  and  the  road  is  in  operation. 

I am  indebted  to  S.  R.  Hanscomb,  Esq.  the  President  of  that 
company,  for  a copy  of  the  map  and  profile  of  that  road,  which  put 
me  in  possession  of  full  knowledge  of  the  grades,  curvatures,  &c., 
&c. , from  Baring  to  Calais. 

The  distance  from  the  Penobscot  river  at  Milford,  to  the  St.  Croix 
near  the  mouth  of  the  Whapskenegan  creek,  is  72  miles,  and  the 
total  distance  from  the  City  of  Bangor  to  Calais  is  95  1-2  miles. 
The  highest  ground  passed  over  is  in  township  number  43,  although 
nearly  the  same  elevation  is  attained  in  42. 

The  greatest  elevation  of  grade  in  these  townships,  is  3®  feet 
each  above  tide,  with  an  intermediate  depression  of  92  feet. 

The  maximum  grade,  53  feet  per  mile,  is  required  to  surmount  the 
elevated  grounds  in  these  townships.  The  most  objectionable  cur- 
vature on  the  line,  and  the  points  of  greatest  expense,  are  also  here 
encountered. 

From  the  nature  of  the  country,  and  the  position  of  the  streams 
between  the  Penobscot  and  the  St.  Croix,  there  are  several  subordi- 
nate summits  to  be  passed,  and  in  arranging  the  gradients  so  as 
nearly  to  conform  to  the  surface  of  the  ground,  requires  frequent  un- 


22 


dulations.  The  aggregate  rise  in  either  direction  is  927  feet,  but 
there  is  a greater  aggregate  extent  of  maximum  grade  ascending 
westerly  than  in  the  opposite  direction. 

The  following  is  a synopsis  of  the  grades  of  the  whole  line  from 
the  city  of  Bangor  to  Calais,  following  the  middle  route,  and  adopt- 
ing the  surveys  previously  made  for  that  portion  of  the  line  between 
Bangor  and  Milford,  and  between  Baring  and  Calais. 


Level  road,  ..... 

26.34  miles. 

Grades  not  exceeding  10  feet  per  mile, 

13.95 

<c 

“ from  10  to  20  “ “ “ . . 

12.08 

(( 

“ “ 20  to  30  “ “ “ . 

14.45 

if 

o 

3 

o 

CO 

14.23 

a 

“ “ 40  to  45  “ “ “ . 

9.20 

a 

“ of  53  feet  per  mile,  .... 

5.20 

a 

From  the  above,  it  appears  that  for  70  per  cent,  of  the  whole  dis- 
tance, the  grades  do  not  exceed  30  feet  per  mile — on  40  per  cent, 
they  are  less  than  10  feet  per  mile,  and  28  per  cent,  of  the  whole 
road  will  be  level.  It  is  probable  that  by  a more  thorough  examina- 
tion of  the  country,  the  grade  of  53  feet  per  mile,  may  be  reduced 
to  45  feet. 

From  75  to  80  per  cent,  of  the  whole  line  will  be  straight  and 
the  minimum  radius  of  curvature  will  not  be  less  than  1,400  feet. 

ESTIMATE. 

The  estimates  contemplate  only  a single  track  with  a proper  al- 
lowance for  turns  out,  and  is  based  on  a width  of  road  bed  of  25 
feet  in  cuttings  and  15  feet  on  embankments.  It  also  contemplates 
a reasonable  degree  of  permanency  in  the  various  structures,  aiming 
rather  at  the  useful  and  substantial  than  ornamental. 

The  masonry  for  the  large  and  more  important  bridges  is  suppo- 
sed to  be  hammer  dressed  with  rough  or  quarry  faces  and 


23 


laid  dry.  That  of  the  smaller  class  of  bridges  and  culverts  to  be 
of  good  substantial  rubble  masonry.  The  superstructure  of  bridges 
to  be  of  the  general  character  of  those  on  the  Portland  and  Mon- 
treal road. 

The  road  bed  is  supposed  to  be  elevated  from  4 to  6 feet  above 
the  surface  of  the  ground  at  all  points  where  practicable.  This  is 
of  great  importance,  for  it  effectually  prevents  any  difficulty  from 
an  accumulation  of  snow,  secures  good  drainage  and  adds  to  the 
stability  and  usefulness  of  the  road  in  every  other  respect. 

The  different  kinds  of  work  are  estimated  at  prices  correspond- 
ing with  those  for  similar  work  in  this  State,  with  a proper  allow- 
ance for  the  difference  of  circumstances  under  which  the  work  must 
be  executed. 

The  estimate  of  the  track,  contemplates  a rail  of  an  approved 
pattern,  weighing  not  less  than  100  tons  to  the  mile,  and  the 
use  of  the  various  kinds  of  timber  found  on  every  portion  of  the 
line,  such  as  Hacmetac,  Cedar  and  Pine.  The  track  to  be  embed- 
ded in  ballasting  of  clean  gravel  which  should  cover  the  road-bed  to 
a depth  of  not  less  than  two  feet.  This  item  is  included  in  the 
cost  of  track.  The  iron  is  estimated  at  $50  per  ton,  which  is  above 
the  present  price.  Whatever  variation  there  should  be  in  the  price  of 
this  article  from  the  above,  will  of  course  vary  the  cost  of  the  track. 

The  machinery  estimated,  is  sufficient*  for  the  business  of  the 
road  for  one  or  two  years,  but  additions  will  be  necessary  from  time 
to  time,  as  circumstances  may  require.  The  Station  Buildings  em- 
braced in  the  estimate,  are  of  a plain  character,  all  being  of  wood, 
except  the  engine  houses,  repair  shops  and  water  stations. 

It  is  believed  that  at  each  end  of  the  line,  the  buildings  to  a cer- 
tain extent  will  be  erected  and  lands  purchased  at  the  joint  expense 
of  the  different  companies  whose  lines  unite,  and  to  be  used  in 


common. 


24 


ESTIMATE. 


ITEMS. 

Quantities. 

Prices. 
$ cts. 

Amount. 

$ 

Aggregate. 

8 

Clearing  and  Grubbing, 

50,000 

50,000 

Earth  Work. 

Cubic  yds 

Excavation  earth, includ’g  haul, 

2,856,000 

30 

856,800 

do.  sold  rock, 

200,000 

1,00 

200,000 

do.  loose  rock, 

88,000 

60 

52,800 

do.  pit, 

72,197 

35 

25,269 

1,134,869 

Masonry. 

In  Bridges,  Abutments  & Piers, 

30,000 

6,00 

180,000 

“ Culverts, 

28,710 

3,00 

86,130 

“ Protection  Walls, 

51,952 

1,50 

77,928 

Bridge  and  Culvert  Foundat’ns, 

50,000 

394,058 

Bridge  Superstructure . 

Linear  ft. 

Truss  Bridging, 

2,500 

18,00 

45,000 

do.  do. 

1,100 

12,00 

13,200 

Pile  Bridging, 

1,000 

7,00 

7,000 

65,200 

Track. 

Miles. 

Main  Track, 

95.5 

$7,500 

716,250 

Side  tracks  and  fixtures, 

.... 

30,000 

746,250 

Machinery. 

Number. 

Locomotive  Engines, 

10 

$7,500 

75,000 

Passenger  Cars, 

12 

$2,200 

26,400 

Baggage  and  Mails  Cars, 

6 

$900 

5,400 

Box  Freight  Cars, 

30 

$700 

21,000 

Platform  Cars, 

50 

$500 

25,000 

Earth  Cars, 

50 

$300 

15,000 

Hand  Cars, 

20 

$75 

1,500 

Snow  Ploughs, 

4 

$725 

2,900 

172,200 

Building. 

Buildings  & fixtures  at  Bangor, 

30,000 

do.  do.  Calais, 

20,000 

Intermediate  Stations, 

14,000 

64,000 

Land  for  Roadway  and  Stations, 

40,000 

40,000 

Total  cost, 

1 

. * 

£2,666,577 

Average  cost  per  mile,  - - - $27,922 


25 


OF  OTHER  ROUTES. 

As  stated  in  another  part  of  this  report,  it  was  unknown  at  the 
commencement  of  the  survey,  at  what  point  it  would  be  practicable 
or  advisable  to  reach  the  Boundary,  so  as  to  unite  with  lines  that 
might  be  surveyed  in  New  Brunswick.  In  the  absence  of  any  defi- 
nite knowledge  of  the  country,  except  such  as  could  be  gleaned  from 
the  State  map,  and  in  view  of  the  course  pursued  by  the  surveys  in 
New  Brunswick,  it  was  deemed  advisable  to  adopt  a route  which 
for  the  present  survey,  should  bear  in  the  general  direction  of  the 
southerly  portion  of  the  Scoodic  Lakes.  The  character  of  the 
country,  as  indicated  by  the  streams  and  lakes,  seemed  to  hold  out 
a greater  prospect  of  success,  and  the  northern  position  would  enable 
us  to  go  either  side  of  the  lower  Scoodic  lake  to  meet  whichever 
route  should  be  surveyed  in  New  Brunswick. 

The  general  features  of  the  country  approaching  the  Boundary, 
both  in  Maine  and  New  Brunswick,  indicated  that  there  were  a 
number  of  practicable  routes,  and  that  these  in  part,  at  least,  would 
coincide  as  to  position,  and  might  appropriately  receive  the  same 
general  designation. 

There  are  in  Maine  three  general  routes,  and  these  will  \)e  desig- 
nated the  Northern,  Middle  and  Southern  routes. 

The  latter  diverges  from  the  Middle,  as  before  mentioned,  at 
Union  river  in  township  Number  39  and  unites  with  it  again  on 
the  St.  Croix  river  in  the  town  of  Baring,  the  two  having  the  same 
terminus  at  Calais. 

The  Northern  route  diverges  from  the  Middle  in  township  Num- 
ber 42  and  terminates  at  the  Boundary  near  the  mouth  of  Can- 
ouse  river. 

The  Middle  route  is  but  a continuation  of  the  main  line,  which 
has  now  been  surveyed,  and.  its  principal  characteristics  given  in  the 
foregoing  general  description. 


4 


26 


The  line  therefore,  as  surveyed  from  Bangor  to  Union  river,  a 
distance  of  31  miles  is  common  to  all  these  routes,  and  from  this 
point  to  West  Machias  river,  a distance  of  16  1-2  miles,  it  is  com- 
mon to  the  Middle  and  Northern  route. 


NORTHERN  ROUTE. 

No  surveys  have  been  made  on  this  route,  but  our  explorations  in 
this  direction  enable  me  to  state  with  much  confidence,  that  a feas- 
ible route  would  be  found  diverging  from  the  Middle  route,  at  Fifth 
lake  stream  and  passing  to  the  north  of  the  highlands  in  Number 
42,  thence  crossing  the  narrows  of  Third  lake,  and  the  northern 
part  of  Number  43,  it  would  reach  Grand  lake  stream  in  the  north 
west  corner  of  Number  27.  This  stream  may  be  crossed  with  a 
bridge  of  about  80  feet  span,  thence  the  line  would  pass  along  the 
north  side  of  Lake  Genesegarnagum,  and  following  a direct  course 
across  townships  1,  2 and  3,  reach  the  Boundary  at  the  north  east 
corner  of  Number  1. 

The  distance  from  Bangor  to  the  eastern  Boundary  of  the  State, 
by  this  route  is  88.5  miles. 

Its  position  is  indicated  by  the  broken  line  on  the  map,  as  also 
two  modifications  of  this  route  in  townships  42  and  43.  One  of 
these  passes  round  the  head  of  Third  lake,  and  unites  with  the  for- 
mer at  the  narrows.  The  other  diverges  from  the  line  surveyed  for 
the  Middle  route,  near  the  summit  in  Number  43,  and  running 
northerly,  intersects  the  former  near  Little  river.  Either  modifica- 
tion would  materially  increase  the  distance. 

The  gradients,  curvatures  and  cost  of  construction  on  this  route 
would  probably  nearly  correspond  with  the  same  items  on  the  line 
surveyed. 


27 


SOUTHERN  ROUTE. 

Some  measurements  have  been  made  and  the  greater  part  of  this 
route  explored. 

There  are  however,  two  points  involved  in  some  doubt,  which 
circumstances  did  not  permit  to  be  investigated  with  sufficient  care 
to  enable  me  to  speak  with  entire  confidence  as  to  its  practicability. 

The  most  direct  course  to  be  pursued  by  a southern  route  would 
be  to  diverge  from  the  line  now  surveyed,  where  it  bears  northerly 
up  Union  river  in  the  township  of  Tilden. 

Taking  up  the  main  line  which,  west  of  Union  river  has  for  sev- 
eral miles  a direct  easterly  course,  we  would  extend  it  for  this  route 
in  the  same  general  direction  across  this  stream — the  eastern  portion 
of  Tilden,  and  the  whole  of  townships  No.  34  and  35,  till  it  would 
strike  the  west  branch  of  West  Machias  river. 

Soon  after  crossing  Union  river  in  Tilden,  the  line  will  follow  up 
Alligator  stream,  a tributary  of  the  former,  to  the  west  line  of  town- 
ship No.  34,  thence  up  a small  branch  of  the  latter  to  its  source, 
where  it  crosses  to  Eagle  lake,  in  township  No.  34,  which  is  one  of 
the  sources  of  Narraguagus  river,  and  continuing  along  its  northern 
shore  and  that  of  its  outlet,  reaches  township  No.  35,  which  it  cross- 
es nearly  through  its  centre,  and  enters  the  valley  of  the  west 
branch  of  West  Machias  river  near  the  east  line  of  this  township. 

In  this  latter  township  there  is  an  elevated  ridge  extending  near- 
ly from  its  northern  to  its  southern  limit,  and  which  constitutes  one 
of  the  difficulties  on  this  route,  the  extent  of  which  is  as  yet  unde- 
termined. 

Intelligent  persons  who  are  familiar  with  every  part  of  this  town- 
ship, the  whole  of  which  is  laid  out  into  lots,  state  that  there  is  a 
depression  in  this  ridge  about  midway  of  the  township,  which  is  of 
so  favorable  a character  as  to  place  the  practicability  of  crossing  it 
with  a feasible  line  beyond  a question.  A reference  to  the  general 


28 


map  will  indicate  the  position  of  this  depression  which  appears  to 
be  such  as  to  permit  a direct  route  to  be  followed  to  Machias  river. 

The  other  difficulty  alluded  to  is  in  township  No.  34,  situated  be- 
tween the  waters  of  Alligator  stream  and  Eagle  lake. 

From  all  the  information  which  could  be  obtained  from  persons 
who  have  traversed  the  township  in  various  directions,  a favorable 
opinion  is  formed  of  the  character  of  the  ground.  It  is  described  as 
a level  country,  presenting  no  obstacles  whatever  to  the  construction 
of  a railway.  In  confirmation  of  this,  it  is  stated  there  was  a liti- 
gation not  long  since,  in  reference  to  some  matter  connected  with 
this  part  of  the  township,  and  it  was  proved  in  evidence  at  that 
time,  that  a dam  erected  across  the  outlet  of  Eagle  lake,  flowed  the 
water  westerly  into  Union  river.  This  would  seem  to  indicate  that 
there  could  not  be  much  doubt  of  the  feasibility  of  this  portion  of 
the  route. 

The  position  of  the  stream  in  the  central  portion  of  township 
Number  34,  suggests  a modification  of  the  route  through  this  town- 
ship, should  that  by  Eagle  lake  prove  unfavorable. 

This  would  follow  up  Alligator  stream  nearly  to  the  lake  of  the 
same  name,  thence  strike  across  to  the  west  branch  of  the  Narra- 
guagus  river,  and  unite  with  the  Eagle  lake  route  in  the  western 
part  of  township  Number  35.  This  route  is  quite  circuitous,  and 
would  therefore  add  materially  to  the  distance. 

The  west  branch  of  West  Machias  river,  has  its  source  in  a 
number  of  small  lakes  known  as  the  Sabio  lakes.  Our  explora- 
tions on  the  southern  route,  extend  from  these  lakes  to  the  point 
where  it  would  unite  with  the  middle  route  at  the  north  line  of 
Baring  on  the  St.  Croix  river,  embracing  a distance  of  over  40 
miles. 

The  most  northern  of  the  above  mentioned  chain  of  lakes  is  in 
the  southern  part  of  township  Number  41,  and  not  far  distant  from 
the  head  waters  of  Freese  Brook  running  northerly  into  Casabeus 


29 


stream,  which  is  the  inlet  of  Nicatous  lake.  As  our  line  as  now 
surveyed,  occupies  the  valley  of  Freese  brook  for  a considerable 
distance  running  southerly,  a connection  can  very  readily  be  made 
with  the  southern  route  by  continuing  the  line  on  the  same  general 
course  up  to  the  source  of  this  brook,  and  thence  across  to  the  up- 
per Sabio  lake. 

In  case  the  more  direct  route  as  described  and  laid  down  on  the 
map,  passing  through  township  Number  34  should  prove  impracti- 
cable, this  route  diverging  in  township  Number  40,  would  probably 
offer  another  opportunity  by  which  the  Machias  river  could  be 
reached  with  a view  of  making  a continuous  southern  route  to  the 
St.  Croix. 

The  adoption  of  this  modification  of  the  southern  route  would 
probably  give  an  increased  distance  of  five  miles  over  that  of  Eagle 
lake. 

Having  reached  the  first  Sabio  lake,  which  is  a point  common  to 
both- routes,  we  would  follow  down  the  west  branch  of  west  Machias 
river  its  whole  extent,  which  is  highly  favorable.  The  fall  of  this 
stream  is  satisfactorily  ascertained  from  the  dams  which  have  been 
erected  across  it  to  increase  its  depth  for  the  purpose  of  “driving 
logs.”  The  descent  of  this  stream  is  quite  uniform  and  the  aggre- 
gate fall  from  Sabio  lake  to  its  junction  with  the  main  stream,  a dis- 
tance of  over  8 miles  will  not  probably  exceed  70  or  75  feet,  giving 
an  average  inclination  of  not  more  than  9 or  10  feet  per  mile. 

The  surface  of  the  ground  is  very  uniform  along  this  stream, 
some  portion  of  which  in  its  natural  state,  is  free  from  timber  and 
annually  produces  grass  which  is  cut  and  preserved  for  lumbering 
purposes. 

Crossing  the  main  Machias  river,  the  route  to  be  pursued  passes 
southerly  through  township  No.  31,  touching  Bowles  brook,  and 
crossing  Old  stream,  thence  bearing  northerly  it  crosses  the  outlet 
of  the  Chain  lakes,  near  the  foot  of  the  latter,  and  continuing  nearly 


30 


the  same  general  course,  passing  north  of  Wesley  ridge,  and  strik- 
ing into  the  valley  of  Bear  brook,  which  it  follows  to  a point  near 
the  north  east  corner  of  Wesley, where  it  enters  the  town  of  Crawford 
and  the  valley  of  East  Machias  river.  From  this  point  it  bears 
more  northerly,  following  up  the  valley  of  this  stream  to  Poke- 
moonshine  lake,  thence  along  the  south  easterly  shore  of  the  latter 
to  a gap  in  Crawford  ridge,  where  it  curves  southerly,  passing 
through  this  depression  and  reaches  the  head  of  a small  brook  run- 
ning easterly,  which  it  follows  to  Barrows  lake  in  the  south  west 
corner  of  the  town  of  Alexander,  thence  running  northerly  along 
the  west  shore  of  this  lake  to  its  head,  where  it  curves  easterly  and 
crosses  to  the  east  side  of  Stevens  lake  which  it  follows  to  its  out- 
let. This  outlet  which  runs  into  Lake  Meddybemps,  is  crossed  near 
Stevens  lake,  thence  bearing  more  northerly,  the  line  would  follow 
near  to  and  pass  the  north  end  of  the  former  lake,  passing  through 
Alexander  and  Baileyville  to  the  St.  Croix  river  at  the  south  east 
corner  of  the  latter  town,  where  it  would  unite  with  the  line  sui- 
veyed  for  the  Middle  route.  Thence  these  lines  would  occupy 
ground  in  common  to  Calais. 

On  the  supposition  that  the  portion  of  this  route  between  Alliga- 
tor stream  and  Sabio  lake  proves  practicable,  the  distance  or  length 
of  road  to  be  built  adopting  the  Southern  route,  will  not  probably 
differ  materially  from  the  distance  on  the  Middle  route. 

The  nature  of  the  country  is  such  however,  for  a large  portion  of 
the  distance  on  this  route,  as  to  seem  to  warrant  the  conclusion  that 
the  chances  for  reducing  the  distance  without  an  increase  of  the  in- 
clination of  the  gradients,  are  greater  than  on  the  Middle  route, 

If  however  it  should  be  found  necessary  to  adopt  the  modification 
of  this  route,  making  the  diverging  point  in  township  No.  41,  then 
the  distance  will  be  several  miles  longer  than  the  Middle  route. 

From  the  best  data  now  before  me,  I find  that  the  distance  from 
Bangor  to  the  Eastern  Boundary  of  the  State,  on  the  several  routes 
is  approximately  as  follows  : 


31 


On  the  Northern  Route,  terminating  near  the  mouth 
of  Canouse  river, 

On  the  Middle  route,  terminating  at  Calais, 

“ “ Southern  “ “ “ “ 

“ “ “ diverging  at  township  No.  41, 


88.5  miles. 

95.5  miles. 
95.3  miles. 

100.5  miles. 


From  the  above  it  appears  that  the  northern  route  is  shorter  by 
from  7 to  12  miles  than  the  others,  and  that  the  middle  and  southern 
routes  differ  only  about  one  fourth  of  a mile  which  is  in  favor  of  the 
latter,  assuming  that  the  Alligator  river  and  Eagle  lake  portion  is 
practicable.  With  the  other  modification  the  middle  route  is  the 
shorter  by  4 1-2  miles. 

The  greatest  elevation  passed  over  by  these  several  routes  will 
not  differ  materially,  the  middle  route  however,  will  exceed  by  a 
few  feet,  either  of  the  others. 

The  aggregate  rise  and  fall  will  be  the  least  on  the  northern  and 
probably  the  greatest  on  the  middle  route.  The  amount  of  curva- 
ture and  the  maximum  gradient  will  also  be  greatest  on  the  middle 
route,  while  the  gradients  of  the  other  two  will  be  nearly  the  same, 
yet  the  curvature  on  the  southern  will  exceed  that  of  the  northern 
route. 

Relative  to  the  comparative  cost,  no  very  accurate  opinion  can  be 
formed,  yet  there  are  grounds  to  suppose  that  the  northern  and  mid- 
dle routes  will  cost  about  the  same  average  per  mile. 

The  cost  of  the  southern  will  probably  average  less  per  mile  than 
either  of  the  others.  No  reliable  estimate  can  be  madei  of  the 
northern  and  southern  routes,  except  by  actual  surveys. 

The  question  of  location  in  Maine,  will  be  governed  to  some  ex- 
tent by  the  route  which  may  be  adopted  in  New  Brunswick,  and 
the  topography  of  the  country  between  the  river  St.  John  and  the 
St.  Croix  indicates  that  there  are  two  practicable  routes,  one  through 
the  interior,  terminating  either  at  the  St.  Croix  at  a point  several 
miles  above  Grand  Falls  or  at  St.  Stephens,  the  other  route  along 


32 

the  coast  also  terminating  at  the  latter  place,  which  is  opposite 
Calais. 

Regarding  the  question  of  route  in  Maine,  as  connected  with  the 
local  business  of  the  country,  it  appears  a matter  of  not  much  im- 
portance whether  the  middle  or  southern  route  should  be  adopted. 
It  is  maintained  by  the  advocates  of  the  southern  route,  that  there 
would  be  a large  business  drawn  to  the  road  on  that  route  from 
towns  along  the  coast  which  would  never  reach  the  road  provided 
it  was  located  on  the  middle  or  northern  route. 

All  the  population  of  this  State  east  of  the  towns  of  Cooper, 
Marion  and  Whiting,  will  reach  the  road  at  Calais  or  Baring,  and 
therefore  are  not  affected  by  the  question  of  routes. 

The  population  along  the  coast  west  of  Cherryfield  to  the  Penob- 
scot, could  reach  railway  communication  at  Bangor  in  about  the 
same  or  less  distance  than  at  any  other  point.  The  improved  state 
of  the  country  and  the  superior  roads  in  that  direction  will  probably 
draw  the  travel  to  Bangor  direct. 

The  diverging  point  of  the  Middle  and  Southern  routes  being  18 
miles  east  of  the  Penobscot,  or  31  from  Bangor,  the  location  of  the 
routes  will  be  a matter  of  no  moment  to  this  population. 

The  intermediate  towns  therefore,  embrace  all  the  inhabitants 
who  may  have  an  interest  in  the  location  of  the  road  on  the  South- 
ern route  and  who  will  in  some  degree  contribute  to  its  trade. 
These  towns  contain  15,000  inhabitants  and  the  greater  portion  of 
this  population  is  along  the  coast  at  a distance  of  from  15  to  25 
miles  from  the  line  of  the  road  on  the  Southern  route. 

During  the  lumbering  season  there  is  considerable  intercourse  be- 
tween the  coast  and  the  interior,  and  this  will  be  very  much  increas- 
ed when  a great  thoroughfare  shall  have  been  extended  through 
this  district  of  country.  The  business  between  the  coast  and  the 
interior,  will  doubtless  continue  to  increase  from  year  to  year  as  the 
population  and  trade  of  the  country  increases  and  the  travel  going 


33 


either  east  or  west,  will  mostly  prefer  railway  conveyance  to  any 
other.  Some  descriptions  of  freight,  such  as  light  and  valuable  mer- 
chandise, will  probably  reach  this  population,  on  the  road,  particu- 
larly in  the  winter  season.  These  are  considerations  which  favor  a 
Southern  route,  and  should  receive  all  proper  attention  when  the 
question  of  location  comes  up  for  final  settlement. 

With  reference  to  the  local  business  of  the  Middle  and  Northern 
routes  it  is  proper  to  state,  that  for  a number  of  years  it  will  princi- 
pally consist  of  the  transportation  of  lumber  and  other  productions 
of  the  forest,  and  the  intercourse  growing  out  of  this  business.  After 
the  country  is  cleared  up,  manufactures  and  agricultural  products 
will  gradually  take  place  of  this  description  of  freight,  for  which  the 
abundance  of  water  power  and  the  character  of  the  soil  seem  to  be 
well  adapted. 

In  view  of  the  great  extent  of  the  Schoodic  lakes,  it  appears  of 
some  consequence,  that  the  road  should  touch  these  waters  or  ap- 
proach sufficiently  near  to  permit  a branch  to  be  extended  to  them 
at  moderate  expense.  By  such  a connection,  a greater  extent  of 
country  will  have  access  to  the  road,  and  a large  amount  of  business 
will  probably  reach  it,  crossing  these  lakes,  both  summer  and  winter. 

Whatever  the  value  of  such  a connection  may  be,  its  benefits  can 
be  attained  with  a moderate  expenditure,  only  by  the  adoption  of 
the  Northern  and  Middle  route. 

The  extreme  eastern  towns  of  the  State,  contain  the  mass  of  the 
population,  whose  trade  will  be  of  much  importance  to  the  road,  and 
so  far  as  the  accommodation  of  these  inhabitants  and  the  command- 
ing of  this  trade  is  concerned,  the  question  as  to  whether  the  South- 
ern or  Middle  route  is  adopted,  is  an  indifferent  one.  The  nearest 

points,  where  the  road  may  be  reached  by  this  population,  will  be 
at  Calais  and  Baring. 

The  Northern  route,  having  a different  terminus  at  the  Boundary 
would  entirely  avoid  these  towns,  and  its  adoption  would  be  attend- 
ed with  a serious  loss  of  way  business  to  the  road. 

$ 


34 


From  the  preceding  description  of  the  several  routes  for  the  road 
in  Maine  it  will  be  seen,  that  the  eastern  terminus  at  the  Boundary, 
must  be  determined  by  the  practicability  of  approaching  the  same 
point  on  the  New  Brunswick  side. 

The  lines  which  diverge  in  Maine,  do  not  intersect  till  they  reach 
the  St.  John  river  in  New  Brunswick,  and  therefore  to  arrive  at 
just  conclusions  as  to  the  relative  merits  of  different  routes,  reference 
must  be  had  to  the  surveys  which  have  been  made  for  corresponding 
routes  in  New  Brunswick. 

For  valuable  information  relative  to  the  character  of  the  country, 
and  the  feasibility  of  the  routes,  and  other  interesting  facts  connect- 
ed with  this  enterprise  in  New  Brunswick,  I am  indebted  to 
J.  Wilkinson,  Esq.,  by  whom  these  surveys  were  made. 

From  the  data  furnished  me  by  that  gentleman,  as  the  results  of 
the  examinations  in  New  Brunswick,  together  with  the  surveys  in 
Maine,  I am  enabled  to  present  a general  comparison  of  routes. 

Taking  the  Southern  or  Middle  route  in  Maine,  in  connection 
with  the  Coast  route  in  New  Brunswick,  and  the  Northern  route  in 
Maine  in  connection  with  the  interior  route  in  New  Brunswick,  we 
have  two  entire  routes  from  Union  river  to  the  river  St.  John,  and 
these  may  be  properly  designated  the  Grand  Northern  and  Southern 
routes. 

There  is  also  a connection  of  these  routes  in  New  Brunswick,  by 
which  the  Northern  and  Southern  routes  in  that  Province  may  both 
terminate  at  St.  Stephens,  opposite  Calais,  permitting  the  Southern 
and  Middle  routes  in  Maine,  to  connect  with  either  of  these  routes 
in  New  Brunswick. 

The  Northern  route  in  Maine  may  be  connected  with  the  South- 
ern in  New  Brunswick,  but  neither  combination  appears  desirable. 

The  following  statement  exhibits  the  length  of  line  in  Maine 
and  in  New  Brunswick  on  each  route,  and  the  total  length  of  each. 


35 


Southern  or  Middle  route  in  Maine,  . . . 95J  miles. 

Northern  route  in  Maine,  ....  88J  “ 


Difference  in  favor  of  Northern  route, 
Northern  route  in  New  Brunswick, 
Southern  “ “ “ 


7 miles. 
99  miles. 
73  “ 


Difference  in  favor  of  Southern  route,  . . 26  miles. 

Combining  corresponding  routes  in  Maine  and  New  Brunswick, 
we  have  the  following  results : 

Northern  route  in  Maine,  . . 88.5  miles. 

Northern  route  in  New  Brunswick,  . 95.0  “ 


Total  length  of  Grand  Northern  route,  - - 183.5  miles. 

Southern  route  in  Maine,  . . 95.5  miles. 

Southern  route  in  New  Brunswick,  . 73.0  “ 


Total  length  of  Grand  Southern  route,  . . 168.5  miles. 

Difference  in  favor  of  Southern  route,  . . 15.0  miles. 

From  the  above  it  appears  that  there  is  a difference  in  favor  of  a 
Grand  Southern  route,  of  15  miles,  and  that  on  this  route  Maine 
has  to  build  95.5  miles,  while  New  Brunswick  has  but  73  miles  to 
build,  the  saving  in  distance  being  all  on  the  side  of  New  Bruns- 
wick. On  the  Northern  route,  there  would  be  a saving  in  the 
length  of  road  to  be  built  in  Maine,  of  7 miles,  but  there  would 
be  an  increase  on  the  same  route  in  New  Brunswick  of  22  miles, 
and  a total  increased  length  of  road,  of  15  miles. 

Combining  the  Southern  route  in  Maine,  with  the  Northern 
in  New  Brunswick,  we  have  the  following  distances. 

Southern  or  Middle  route  in  Maine,  ..  . 95.5  miles. 

Northern  route  in  New  Brunswick,  ...  99  “ 

Giving  a total  of  . . 194.5  miles, 

or  an  increase  over  the  Grand  Southern  route,  of  25.5  miles. 

Combining  the  Northern  route  in  Maine,  with  the  Southern  route 
in  New  Brunswick,  gives  the  following  distances. 


36 


Northern  route  in  Maine,  ....  88.5  miles. 

Southern  route  in  New  Brunswick,  . . .85  “ 

Total  distance,  .....  173.5  miles. 

This  combination  gives  nearly  equal  length  of  road  to  be  built  by 
Maine  and  New  Brunswick,  between  Bangor  and  St.  John,  and  re- 
duces the  distance  as  obtained  by  uniting  the  Southern  route  in 
Maine  with  the  Northern  in  New  Brunswick,  21  miles.  It  reduces 
the  distances  as  given  on  the  Grand  Northern  route,  10  miles,  and 
exceeds  the  distance  on  the  Grand  Southern  route  by  5 miles. 

The  grades  and  cost  of  construction  approaching  the  boundary  in 
New  Brunswick  on  this  route,  which  follows  the  valleys  of  the  Dig- 
deguash  and  Canouse  rivers,  would  probably  be  less  than  by  the 
main  Southern  route. 

The  same  superiority  in  this  respect  would  characterise  this 
route,  approaching  the  Boundary  in  Maine.  No  very  satisfactory 
conclusion  however  can  be  arrived  at  without  elaborate  surveys  of 
the  whole  country  between  the  Penobscot  and  the  St.  John  rivers. 

The  difficulty  fortunately  does  not  consist  in  obtaining  a practi- 
cable route,  but  rather  in  the  proper  selection  of  the  most  feasible 
one  from  the  many  presented  for  consideration. 

From  the  information  collected  by  the  hasty  surveys  and  exami- 
nations of  the  past  season,  it  appears  that  the  Grand  Southern  route 
is  the  shortest  and  secures,  generally,  favorable  ■’gradients  and  rea- 
sonable cost — that  it  passes  through  a more  cultivated  section  of 
country,  touching  important  towns  on  navigable  waters,  and  accom- 
modates the  greatest  number  of  inhabitants — that,  while  it  secures 
and  facilitates  the  local  trade  of  the  country  to  a greater  extent 
probably  than  any  other  route,  it  accomplishes  the  far  more  impor- 
tant desideratum — that  of  being  the  shortest  feasible  route  for  the 
through  business  of  this  great  enterprise. 

The  facilities  of  communication  along  this  route,  both  by  the  su- 
perior roads  of  the  country  and  by  water,  will  very  much  reduce 


37 


the  cost  of  construction  and  expedite  the  execution  of  the  work. 

On  the  Northern  route  in  New  Brunswick  these  particular  ad- 
vantages will  not  prevail  to  the  same  extent,  yet  it  passes  for  a 
larger  portion  of  its  distance,  in  the  vicinity  of  settlements  and 
public  roads,  and  approaches  sufficiently  near  the  City  of  Frederic- 
ton, the  seat  of  Government  of  New  Brunswick,  to  permit  a branch 
to  reach  it  by  a favorable  route,  in  a distance  of  22  miles  from  the 
main  line.  This  with  reference  to  the  local  trade  of  the  road,  is  of 
great  importance,  inasmuch  as  it  will  open  a communication  with 
the  valley  of  the  St.  John  and  draw  more  directly  to  the  support  of 
the  road,  the  trade  and  travel  of  some  30,000  inhabitants,  and  a 
large  extent  of  fertile  country. 

This  route  would  pass  through  the  coal  measures  of  this  part  of 
New  Brunswick;  and  the  opening  of  such  a communication  would 
doubtless  develop  the  mineral  resources  of  the  region  traversed,  and 
render  them  subservient  to  the  trade  of  the  road.  Its  adoption  how- 
ever, would  subject  the  through  business  and  a large  portion  of  the 
way  business,  to  inconvenience  and  a perpetual  tax,  resulting  from 
the  increased  distance  and  the  greater  elevation  to  be  overcome. 

The  general  results  of  the  surveys  show  : — 

1st.  That  a highly  feasible  route  can  be  obtained  between  the 
city  of  Bangor  and  the  city  of  St.  John,  upon  which  the  distance 
will  not  exceed  168.5  miles,  with  a strong  probability  of  its  being  re" 
duced  on  a final  location  to  160  or  165  miles. 

2d.  That  the  greatest  elevation  above  tide,  to  be  crossed,  will  not 
probably  exceed  350  feet,  which  is  within  the  limits  of  Maine,  and 
that  the  maximum  grade  will  not  exceed  50  feet  per  mile,  and  may 
probably  be  reduced  to  40  or  45  feet  per  mile. 

3d.  That  there  will  be  very  little  if  any  abrupt  curvature,  no 
points  requiring  excessive  expenditure,  and  the  cost  per  mile  will 
fall  below  that  of  the  average  of  New  England  roads. 


38 


I have  now  given  the  results  of  the  surveys  in  Maine  for  this 
enterprise,  and  some  of  the  leading  features  of  those  in  New  Bruns- 
wick so  far,  as  they  are  necessarily  connected  with  a description  of 
the  several  routes  in  Maine. 

In  reporting  on  a work  of  this  magnitude, — a work  which  is  one 
of  the  great  enterprises  of  the  age — extending, as  it  does,  through  the 
territory  of  three  different  Governments,  the  success  of  each  portion 
depending  much  on  the  favorable  features  of  the  other  portions — I 
say,  in  reporting  on  such  a work,  it  appears  highly  important,  that 
the  characteristics  of  the  line  as  a whole  in  an  engineering  view, 
not  only  in  Maine,  but  in  New  Brunswick  and  Nova  Scotia  also, 
should  be  presented. 

It  is  also  equally  important  in  considering  the  question  of  traffic, 
that  we  take  the  same  comprehensive  view,  embracing  the  local 
trade  and  resources  of  the  various  towns,  cities  and  districts,  through 
which  it  is  to  pass,  as  well  as  the  general  resources  of  the  different 
States,  by  whom  it  is  to  be  built,  and  the  great  object,  which  as  a 
whole  it  is  designed  to  accomplish. 

I will  therefore  proceed  to  submit  some  observations  on  the  topo- 
graphy and  engineering  features  of  the  route  in  New  Brunswick 
and  Nova  Scotia,  as  determined  by  careful  surveys  for  nearly  the 
whole  distance,  made  under  the  direction  of  competent  and  scien- 
tific engineers. 

It  may  be  proper  for  me  to  state,  that  at  the  request  of  the  Exec- 
utive Committee  in  New  Brunswick  and  Nova  Scotia,  I have  pass- 
ed over  the  whole  route,  with  a view  to  inspect  personally  the  feasi- 
bility and  capabilities  of  the  country,  having  the  reports  of  Engi- 
neers, with  plans,  sections,  &c.  of  the  surveys  before  me  for  refer- 
ence. 

The  country  west  of  the  river  St.  John,  following  the  coast  route, 
is  of  a somewhat  different  character  from  that  along  the  route  east 
of  this  river. 


39 


The  principal  streams  have  a course  transverse  to  that  of  the 
road;  and  although  this  is  usually  considered  an  unfavorable  feature, 
yet  in  this  case  no  serious  obstacles  are  interposed,  and  the  country 
is  much  more  favorable,  than  on  a cursory  examination  it  would  at 
first  seem  to  be.  Many  of  the  rivers,  which  empty  into  the  Bay  of 
Fundy  along  the  southern  coast  of  New  Brunswick,  possess  a pecu- 
liar feature.  As  they  approach  near  tide  water,  they  have  a rapid 
descent,  some  of  them  pitching  from  various  elevations,  almost  di- 
rectly into  the  bay. 

This  feature  is  also  noticed  in  many  of  the  streams  in  Maine,  and  the 
coast  appears  to  have  been,  at  some  former  period,  suddenly  elevated. 

The  marine  shells  found  many  feet  above  tide  in  clay  and  marl 
beds,  and  the  regular  terraces  of  gravel  or  alluvium  observed  on  the 
borders  of  many  of  the  rivers  are  clear  indications  of  important 
changes  in  the  elevation  of  the  coast. 

The  principal  rivers  emptying  into  the  ocean  on  the  southern 
coast  of  New  Brunswick,  which  are  crossed  by  the  line  of  the  road, 
are  the  St.  Croix,  Digdequash,  Magaguadavic  and  St.  John. 

The  St.  Croix  reaches  tide  water  by  several  rapids  in  close  suc- 
cession, and  empties  into  Passamaquoddy  Bay  at  St.  Andrews, 
where  it  is  nearly  three  miles  in  width.  The  point,  at  which  it  is 
crossed  by  the  line,  will  require  a bridge  about  400  feet  in  length. 

The  Digdequash,  although  a small  stream,  penetrates  into  the 
interior  for  a considerable  distance,  and  its  valley  is  followed  sev- 
eral miles  by  the  Quebec  and  St.  Andrews  railroad. 

The  Magaguadavic  river  has  its  source  in  Lakes  in  the  interior 
near  the  St.  John  river.  Near  its  mouth  it  descends  by  several 
falls  in  succession,  having  an  aggregate  descent  through  a narrow 
gorge  in  the  rocks,  of  about  100  feet.  A large  amount  of  timber 
comes  down  this  stream  annually,  and  is  manufactured  into  lumber 
by  mills  erected  at  this  place.  It  can  be  crossed  by  the  railway 
without  encountering  more  than  ordinary  difficulty  and  expense. 


40 


The  St.  John  is  the  largest  river  in  New  Brunswick,  and  above 
the  Falls  it  is  navigable  for  sail  vessels  and  steam  boats  to  Freder- 
icton, a distance  of  80  miles. 

It  is  navigable  for  small  steam  boats  to  Woodstock,  and  by  some 
improvements,  and  a canal  around  the  Grand  Falls,  the  navigation 
may  be  extended  to  the  St.  Francis  river,  a distance  of  over  275 
miles  from  the  Ocean.  The  upper  portions  of  the  river  receive  nu- 
merous large  tributaries,  many  of  which  are  or  may  be  rendered 
navigable. 

Descending  the  valley  from  Fredericton,  the  river  increases  to  a 
width  of  three  miles  in  some  places,  and  is  connected  in  a most 
remarkable  manner  with  lakes,  deep  inlets  and  bays,  which  add 
nearly  100  miles  of  uninterrupted  lateral  navigation  to  the  river. 

As  the  river  approaches  the  ocean  its  channel  becomes  more  con- 
tracted, and  its  banks  are  precipitous  and  rocky.  At  the  Falls  near 
the  City  of  St.  John,  it  rushes  through  a narrow  gorge,  the  width 
of  water  way  at  the  narrowest  point  probably  not  exceeding  400 
feet,  and  pitches  into  the  harbor  of  St.  John,  by  a fall  of  24  feet  at 
low  tide. 

The  tide  sets  up  this  river  80  or  90  miles,  and  the  falls  disappear 
at  a certain  state  of  tide ; but  in  consequence  of  the  too  narrow 
passage  to  admit  freely  the  waters  of  the  sea  at  flood  tide,  a fall  of 
several  feet  is  soon  created  from  the  bay  inward,  so  that  at  this  re- 
markable place,  there  is  alternately  a fall  of  several  feet  in  each 
direction  on  each  ebb  and  flow. 

For  the  river  navigation  there  is  a fine  harbor  above  the  falls,  in 
the  suburbs  of  St.  John,  vessels  passing  from  the  main  harbor  be- 
low the  falls,  up  the  river,  are  necessarily  restricted  to  a short  time 
at  each  flood  and  ebb  tide,  when  the  waters  of  the  river  and  the 
ocean  are  nearly  at  the  same  level. 

The  St.  John  may  be  regarded,  in  many  respects,  as  one  of  the 
most  remarkable  rivers  of  the  continent.  It  rises  on  the  northwest- 


41 


ern  border  of  the  State  of  Maine,  and  passing  round  the  whole 
northern  portion  of  the  State,  forming  the  Boundary  between  the 
British  Provinces  and  the  United  States  for  60  or  70  miles,  thence 
descending  by  a perpendicular  fall  of  58  feet,  and  total  descent  of 
over  100  feet  in  a distance  of  about  one  mile  it  passes  into  New 
Brunswick,  running  southerly  along  its  western  frontier  some  70 
miles,  thence  bearing  easterly  it  crosses  the  south  western  point  of 
the  Province  and  empties  into  the  Bay  of  Fundy. 

Having  traversed  a distance  of  over  400  miles  through  a country 
abounding  with  large  rivers  and  lakes  and  numerous  deep  and  nav- 
igable inlets — collecting  the  drainage  of  a country  whose  area  can- 
not be  less  than  12,000  square  miles,  and  conveying  its  accumulated 
waters  through  a broad  and  deep  channel  to  the  very  shore  of  the 
ocean,  the  liver  is  at  length  forced  through  a narrow  chasm  of  a 
few  hundred  feet  in  width  and  precipitated  into  the  sea. 

The  latter  feature  is  a remarkable  one  and  must  always  present 
great' attractions  to  the  tourist ; yet  the  facilities  it  affords  to  the 
great  enterprise  now  under  consideration,  for  crossing  this  large  riv- 
er, render  it  a point  of  far  greater  interest.  It  is  a most  extraor- 
dinary and  unusal  circumstance  to  be  able  to  cross  a river  of  the 
magnitude  of  the  St.  John  where  it  empties  into  the  ocean — a river 
that  is  half  a mile  in  width  one  hundred  miles  from  the  sea,  and 
before  its  deboucliement  attains  a width  of  over  three  miles  and  yet 
can  be  crossed  at  comparatively  moderate  expense  with  a bridge  not 
exceeding  600  feet  in  length,  neither  requiring  a draw,  nor  interrupt- 
ing navigation. 

This  site  for  a bridge  is  every  way  favorable  for  reaching  the 
city  of  St.  John,  which  is  on  the  east  side  of  the  river,  in  full  view, 
as  well  as  for  the  continuation  of  the  road  eastwardly  from  this  point. 

From  the  city  of  St.  John  to  Shediac  on  the  Gulf  of  St.  Law- 
rence, an  elaborate  survey  has  been  made  for  a rail  way  v by  J.  Wil- 
kinson, Esq.  from  whose  valuable  report  I obtained  the  facts  relative 
6 


42 


to  this  part  of  the  route  in  New  Brunswick.  The  route  followed 
by  this  survey  coincides  with  that  proposed  for  the  European  and 
North  American  Railway,  from  the  St.  John  to  the  bend  of  the 
Petitcodiac,  a distance  of  91  miles. 

Leaving  the  city  of  St.  John,  the  line  surveyed  passes  over  unu- 
sually favorable  ground,  to  a point  near  Lawler’s  lake,  a distance  of 
four  miles,  where  a lime-stone  ridge  of  considerable  extent  is  en- 
countered. This,  however,  is  overcome  with  a gradient  of  22  feet 
per  mile,  for  a distance  of  2 1-3  miles,  ascending  easterly  and  de- 
scending on  the  opposite  side  with  an  inclination  of  20  feet  per  mile 
for  about  two  miles. 

These  gradients  are  obtained  without  an  extravagant  expenditure. 
From  this  point,  the  line  descends  to  the  shore  of  the  Kennebecca- 
sis  bay,  near  which  it  follows  for  several  miles,  and  thence  crossing 
Hammond  river,  it  reaches  by  a direct  course  Darling’s  lake.  The 
line  follows  the  shore  of  this  lake  with  easy  grades  and  curvatures 
to  Groom’s  cove,  thence  passing  Acicack  marsh  and  Hampton  ferry, 
it  arrives  at  the  Toll  bridge,  crossing  the  Kennebeccasis  river,  in  a 
distance  of  28  miles  from  the  city  of  St.  John. 

For  a considerable  portion  of  this  distance,  the  cost  of  construc- 
tion will  be  greater  than  the  average  of  other  portions  of  the  route, 
resulting  from  the  larger  amount  of  rock  excavation  and  bridging. 
The  average  cost  of  grading  however,  according  to  the  report  above 
referred  to,  is  only  a trifle  over  $9,030  per  mile, 

From  the  Toll  bridge  to  Sussex  vale,  the  line  follows  the  valley 
of  the  Kennebeccasis  the  whole  distance,  which  is  17  3-4  miles  or 
45  3-4  miles  from  St.  John.  The  maximum  gradient  on  this  por- 
tion of  the  route,  is  a trifle  over  7 feet  per  mile,  and  the  average 
rise  of  the  valley  to  this  point  is  about  three  feet  per  mile.  The 
elevation  attained  is  but  61  feet  above  high  water  springtides  at  St. 
John.  Aftej  passing  Sussexvale,  the  line  follows  up  Salmon  river 
one  of  the  principal  branches  of  the  Kennebeccasis,  to  Stones  brook. 


43 


with  a uniform  rise  of  7 feet  per  mile,  thence  up  the  latter  stream 
to  the  summit,  which  is  56  miles  from  St.  John,  and  elevated  only 
150  feet  above  tide.  This  summit  is  overcome  by  a maximum 
gradient  of  22  feet  per  mile  going  in  either  direction,  that  on  the 
westerly  side  being  about  3 miles  in  length,  and  that  on  the  easterly 
side  1 1-2  miles. 

From  the  summit,  the  line  strikes  into  the  valley  of  the  Anna- 
gance,  which  it  follows  to  the  Petitcodiac,  thence  it  passes  down 
the  valley  of  the  latter  stream  to  the  Bend,  which  is  about  35  miles 
from  the  summit,  and  91  miles  from  St.  John. 

The  gradients,  descending  easterly  from  the  summit  to  the  Bend, 
a distance  of  35  miles,  are  of  the  most  favorable  character.  After 
passing  the  short  gradient  of  22  feet  per  mile,  before  mentioned, 
there  are  no  others  exceeding  7 feet  per  mile,  and  14.5  miles  of 
this  distance  is  level.  The  average  rise  from  the  city  of  St.  John 
to  Lawler’s  Lake  is  10  feet  per  mile,  and  the  average  descent  to  the 
Tolf  Bridge  across  the  Kennebeccasis  is  2 feet  per  mile  ; thence  the 
average  ascent  to  the  main  summit  is  about  5 feet  per  mile,  and  the 
average  descent  from  that  point  to  the  Bend  of  the  Petitcodiac,  is  a 
trifle  over  4 feet  per  mile.  The  aggregate  rise  is  nearly  the  same 
in  both  directions,  it  being  about  220  feet. 

The  following  is  a synopsis  of  the  gradients  of  the  whole  line  : — 

Level  Road, 38.75  miles. 

Length  of  gradient  from  a level  to  5 feet  per  mile,  18.52  “ 

“ “ “ “ 5 feet  “ 10  “ “ “ 23.72  “ 

« *<  « a jo  “ “ 15  “ “ « 1.32  “ 

“ “ “ “ 15  “ “ 20  “ «•  “ 1.92  “ 

“ “ “ of  22  feet  per  mile,  6.77  “ 

It  appears  from  the  above  statement  that  for  about  90  per  cent,  of 
the  whole  distance,  the  gradients  do  not  not  exceed  10  feet  per  mile, 
and  over  42  per  cent,  of  the  whole  road  between  St.  ,Jphn  and  the 
Bend  of  the  Petitcodiac  is  level.  Of  the  whole  line,  28  1-2  per  cent. 


44 


is  curved,  but  the  radius  of  curvature  generally  ranges  from  3000 
to  8000  feet,  much  of  which  is  nearly  equivalent  to  a straight  line. 

The  average  cost  of  grading  and  bridging  the  whole  line  as  per 
detailed  estimate  of  Mr.  Wilkinson  is  $6,986  per  mile.  Or  the 
average  cost  of  the  whole  road,  including  fencing,  buildings,  and 
machinery  complete,  according  to  his  estimate,  is  only  $16,290  per 
mile.  This  is  a low  sum  compared  with  the  cost  of  New  England 
roads  generally,  but  the  country  indicates  that  an  unusually  cheap 
road  may  be  built.  The  whole  route  may  be  considered  as  in  a high 
degree  favorable  for  a railway ; and  I know  of  no  route  in  New 
England,  of  equal  extent,  which  combines  in  an  equal  degree  all 
the  elements  which  constitute  a most  superior  and  cheap  road. 

It  may  be  proper  for  me  to  add  that  the  survey  and  estimates  of 
this  route  were  made  for  a road  having  a different  object  in  view 
from  the  present,  and  therefore  the  plan  of  construction  contemplat- 
ed by  that  estimate,  would  not  perhaps  be  strictly  the  best  for  the 
present  enterprise. 

No  changes  would  necessarily  be  required  in  the  dimensions  and 
character  of  the  road  bed  or  mechanical  structures  immediately  con- 
nected with  it.  It  would,  however,  be  desirable  to  substitute  the 
edge  rail  of  an  approved  form,  in  place  of  the  plate  rail  formerly 
contemplated.  There  may  be  some  changes  in  the  character  and 
extent  of  the  Station  buildings,  the  machinery,  &c.,  &c.,  to  adapt 
them  to  the  purposes  of  the  proposed  railway. 

Adding  liberally  to  the  cost  for  these  items,  this  portion  of  the 
contemplated  railway  will  fall  far  below  the  average  cost  of  similar 
works  in  the  United  States. 

This  survey,  as  before  stated,  was  extended  to  Shediac,  and  with 
generally  the  same  favorable  results  which  characterise  other  por- 
tions of  the  route.  The  eastern  portion  of  it  however,  is  not  on  the 
most  diiect  rqjxte  to  Halifax,  the  probable  diverging  point  being  at 
or  near  the  bend  of  the  Petitcodiac.  This  is  however,  a question 


45 


of  some  uncertainty.  Whatever  route  should  finally  be  adopted  for 
the  road  in  the  direction  of  Halifax,  there  would  most  unquestionably 
be  a connection  with  Shediac  Harbor,  a point  of  much  importance. 

From  the  Bend  of  the  Petitcodiac  to  the  Boundary  line  between 
New  Brunswick  and  Nova  Scotia,  at  or  in  the  vicinity  of  Bay 
Verte,  following  the  direct  route,  there  has  not,  to  my  knowledge, 
any  line  been  surveyed.  Of  the  feasibility  of  a nearly  direct  route 
between  these  points,  there  can  be  scarcely  any  doubt. 

In  crossing  the  country  from  the  bend  of  the  Petitcodiac  to  She- 
diac, the  greatest  elevation  passed  over  by  the  survey  of  Mr.  Wil- 
kinson was  143  1-2  feet  and  the  distance  was  16  3-4  miles.  The 
country  generally  in  New  Brunswick,  between  the  head  of  the  Bay 
of  Fundy  and  the  Northumberland  strait,  is  not  of  a broken  char- 
acter, and  nowhere  does  it  attain  a great  elevation.  By  Major 
Robinson’s  survey,  the  distance  from  Shediac  to  Bay  Verte  is  26 
miles  making  the  measured  distance  between  the  latter  and  the 
Bend,  by  way  of  the  former  place,  42  3-4  miles. 

The  distance  by  the  most  direct  route  will  probably  be  between 
30  and  35  miles. 

It  is  believed  that  it  will  be  entirely  safe  if  we  assume  the  latter 
as  the  distance. 

With  this  we  are  enabled  to  make  up  the  length  of  that  portion 
of  the  European  and  North  American  Railway,  within  the  limits  of 
New  Brunswick. 

From  the  Boundary  line  of  the  United  States  at  Calais  to  the 
City  of  St.  John  73  miles. 

From  the  City  of  St.  John  to  the  Boundary  line  of 

Nova  Scotia,  near  Bay  Verte,  126  miles. 

Total,  199  miles. 

The  length  of  road  to  be  built  in  New  Brunswick  will  not  prob- 
ably, at  most,  exceed  200  miles,  and  there  are  strong^rounds  to  be- 
lieve that  it  may  be  reduced  to  195  miles. 


46 


OF  THE  ROUTE  IN  NOVA  SCOTIA. 

Extensive  surveys  and  explorations  have  been  made  in  Nova 
Scotia  for  the  Quebec  and  Halifax  railway,  under  the  direction  of 
Major  Robinson,  of  the  Royal  Engineers,  all  of  which  are  directly 
available  for  the  European  and  North  American  Railway. 

From  the  able  report  of  that  officer,  it  appears  that  there  were 
two  principal  routes  examined ; one  terminating  at  White  Haven, 
near  Canso,  and  the  other  at  Halifax.  The  leading  features  of  these 
routes,  and  the  arguments  for  and  against  each,  appear  to  be  fully 
presented. 

The  greater  length,  the  increased  difficulties  of  construction, 
and  the  sparse  population  of  the  White  Haven  route,  on  the  one 
hand,  and  on  the  other,  the  great  commercial  advantages  of  Halifax, 
its  superior  harbor,  and  the  necessity  of  building  a long  branch  to 
that  point,  should  the  trunk  line  be  carried  to  White  Haven,  were 
the  principal  reasons  assigned  for  recommending  Halifax  as  the  At- 
lantic terminus  of  this  great  line  of  railway. 

Not  having  examined  any  other  route  than  that  terminating  at 
Halifax,  I am  unable  to  offer  opinions  formed  from  personal  knowl. 
edge,  relative  to  other  routes,  or  to  discuss  their  relative  merits. 

The  same  arguments  in  favor  of  or  against  either  of  these  routes, 
as  connected  with  the  Quebec  and  Halifax  line,  are  in  a great  de- 
gree applicable  to  the  project  now  under  consideration,  for  whatever 
route  should  be  adopted  in  Nova  Scotia  for  the  former,  may,  and 
should  be  identical  with  that  of  the  latter. 

The  present  position  of  railway  enterprises  in  Nova  Scotia,  and 
the  features  of  the  country  developed  by  the  surveys  above  referred 
to,  seem  to  indicate  that  the  terminus  recommended  for  the  Quebec 
and  Halifax  railway,  is  one  which  more  generally  appears  to  meet 
the  requirements  of  the  present  proposed  work  than  any  other,  and 
therefore,  oi^  this  occasion,  I shall  confine  my  observations  to 
that  route. 


47 


The  head  of  the  Bay  of  Fundy  is  seperated  from  Northumber- 
land straits  on  the  Gulf  of  St.  Lawrence,  by  a narrow  belt  of  coun- 
try which  lies  partly  in  the  County  of  Westmoreland,  New  Bruns- 
wick, and  partly  in  Cumberland  and  Colchester  Counties.,  Nova 
Scotia. 

The  upper  extremity  of  this  bay  is  divided;  i^itp  ivto  arms,  which 
penetrate  several  miles  into  this  narrow  belt  or  isthumUs,  ana  give 
it  an  irregular  outline.  The  northerly  arm  is  known,  as  Ghigqeeto 
Bay,  which  also  seperates  itself  into  two  parts,  one  of  which  is 
Shepody  Bay  and  Peticodiac  river  and  the  other  Cumberland  Ba- 
sin, each  of  which  approach  within  about  16  miles  of  Northumber- 
land Straits. 

The  southern  arm  is  a large  body  of  water,  the  upper  part  of 
which  is  called  Cobequid  Bay,  and  the  wider  and  more  westerly  por- 
tion of  it  is  known  as  the  Basin  of  Mines.  Between  these  arms  of 
the  Bay  of  Fundy,  and  running  nearly  parallel  with  the  latter,  are 
the  Cobequid  Hills  which  extend  easterly  from  Cape  Chignecto, 
nearly  across  the  Isthmus. 

This  range  of  highlands  forms  the  principal  obstacle  to  the  loca- 
tion of  a line  of  railway  in  the  direction  of  Halifax.  They  have  a 
general  width  of  about  10  miles,  and  are  elevated  from  600  to  1200 
feet  above  the  sea.  Portions  of  this  ridge  have  a good  soil  and  are 
covered  with  a valuable  growth  of  hard  wood.  The  base  of  these 
hills  is  of  the  red  sand  stone  formation,  but  the  more  elevated  por- 
tions are  granite  and  porphyry. 

From  the  Boundary  line  of  Nova  Scotia,  at  or  near  Bay  Verte,  to 
the  valley  oi  Little  river,  the  country  is  favorable.  The  line  will 
have  a direct  course,  and  it  is  believed  that  no  gradients  of  greater 
inclination  than  15  or  20  feet  per  mile  will  be  required — thence  it 
will  follow  down  this  stream  by  a gentle  grade  to  its  entrance  into 
the  river  Philip,  a distance  of  five  miles — thence  pass  up  the  valley 
of  the  last  mentioned  river,  which  it  follows  for  four  miles,  with  a 


48 


grade  not  exceeding  20  feet  per  mile  to  the  mouth  of  Tulloap’s 
creek;  which  it  ascends  with  easy  grades  for  seven  miles. 

The  line  as  surveyed,  here  approaches  the  Cobequid  range,  and 
the  coqutry  is  of  a less  favorable  character.  It  ascends  to  the  val- 
, 5e&cq£‘  iiittife!  Wallace  river  with  a grade  of  35  feet  per  mile,  which 

‘ f c c (<  e * 

, it  <crosses;,  ahq  passing  through  some  broken  grounds,  reaches  anoth- 
; er  tributary  of  Wallace  river  which  it  descends  with  the  same  in- 
, clinatioh  for  p 1-2  miles,  where  it  passes  round  a point  of  highlands 
hnd  enters  the  valley  of  the  main  stream.  It  is  from  this  point  that 
the  rapid  ascent  of  the  Cobequid  range  is  commenced,  the  distance 
to  the  summit  at  Folly  Lake,  being  between  four  and  five  miles. 


The  elevation  of  this  lake  is  600  feet  above  the  sea,  and  its  out- 
let runs  southerly  into  Cobequid  bay.  It  is  through  the  valley  of 
this  stream  and  that  of  Wallace  river  which  has  its  source  near  this 
lake  and  runs  northerly  into  the  Straits  of  Northumberland,  that 
the  line  approaches  the  summit  in  either  direction. 

The  maximum  grade  ascending  the  southerly  side  of  this  ridge, 
as  determined  by  the  surveys  before  alluded  to,  is  57  feet  per  mile 
for  6 1-2  miles,  and  on  the  northerly  side  66  feet  per  mile  for  4 1-4 
miles. 

It  may  be  proper  for  me  here  to  observe  that  these  are  gradients 
reported  probably  after  a hasty  preliminary  survey,  and  it  is 
not  improbable  that  improvements  may  be  made  by  which  they 
would  be  reduced.  The  survey  of  the  Quebec  and  Halifax  railway 
was  an  extended  and  difficult  one,  its  object  was  to  determine  the 
practicability  and  general  features  of  the  enterprise,  and  this  was 
demonstrated  in  the  most  satisfactory  manner  by  the  able  and  ac- 
complished officers  under  whose  direction  it  was  made.  But  it  was 
impracticable  and  unneccessary  at  that  stage  of  the  investigation,  to 
examine  the  country  with  that  precision  and  detail  required  for  a 
definite  location  of  a great  work,  and  therefore  it  is  probable  that 
the  maximum  gradient  on  each  side  of  this  ridge,  may  by  a more 


49 


elaborate  survey,  be  reduced.  I am  quite  confident  that  on  the 
northern  side  it  can  be  reduced  to  60  feet  per  mile,  and  on  the 
southern  side  to  50  or  55  feet  per  mile,  without  an  unreasonable 
development  of  the  line,  or  expenditure  of  construction. 

From  the  summit,  the  line  descends  the  valley  of  Folly  river  for 
a few  miles,  thence  it  bears  easterly  and  descends  along  the  south- 
erly slope  of  the  ridge  in  the  direction  of  Truro,  to  the  head  of  the 
Cobequid  Bay,  which  it  crosses  by  a bridge  of  500  feet  in  length  and 
reaches  the  valley  of  Truro  mill  stream,  near  the  village  of  Truro. 

From  the  south  end  of  the  gradient  at  the  base  of  the  Cobequid 
Hills  to  this  point,  a distance  of  11  miles,  the  country  is  generally 
favorable,  no  grades  exceeding  40  feet  per  mile  will  be  required. 
The  soil  of  the  shores  of  the  Cobequid  Bay  and  the  country  about 
Truro,  is  red  sand  stone. 

Leaving  this  place,  the  line  follows  up  Truro  mill  stream  with  a 
grade  of  17  feet  per  mile  for  several  miles,  thence  leaving  the  val- 
ley of  'this  stream,  it  crosses  the  slightly  elevated  grounds,  dividing 
it  from  the  Stewiacke  river  and  skirts  along  the  northern  side  of 
this  stream  with  a gradual  descent  to  its  mouth,  where  it  crosses  and 
enters  the  valley  of  the  Shubenacadie  river,  which  it  follows  to  the 
lake  of  the  same  name,  a distance  of  19  miles.  The  general  di* 
rection  of  the  line  is  good,  and  the  grades  and  curvature  are  easy. 
At  this  point  the  line  reaches  a range  of  highlands  which  extends 
along  the  whole  Atlantic  coast,  from  Cape  Sable  to  Canso. 

This  range  has  an  average  height  of  about  500  feet  above  the 
sea,  and  is  from  20  to  50  miles  in  width.  The  lowest  depression  is 
found  extending  from  Halifax  harbor,  in  the  direction  of  Truro,  and 
is  occupied  by  a chain  of  lakes,  the  highest  of  which  is  only  90  feet 
above  the  sea. 

Lake  Charles,  which  is  but  about  three  miles  from  Halifax  har- 
bor, is  the  summit  from  which  the  waters  flow  through  a number  of 
other  lakes  to  the  Grand  Shubenacadie  Lake,  the  outlet  of  which 

7 


/ 


50 


forms  the  Shubenacadie  river,  emptying  into  the  Bay  of  Fundy. 

The  line  follows  along  the  shores  of  these  lakes  for  the  whole 
distance  to  Halifax  harbor,  and  although  some  considerable  rock 
cutting  is  encountered,  yet  the  ground  generally  may  be  regarded  as 
favorable,  permitting  moderate  grades  and  curvature. 

From  Fletcher  Lake,  there  are  two  lines  surveyed,  one  terminat- 
ing at  Halifax,  and  the  other  at  Dartmouth,  on  the  easterly  side  of 
the  harbor.  Both  these  lines  are  feasible,  and  each  presents  its  par- 
ticular claims  for  consideration.  It  is  however,  unnecessary  at  the 
present  time  to  discuss  the  relative  merits  of  these  lines,  and  we 
shall,  therefore,  only  add  a brief  statement  of  the  distances  and  the 
gradients  of  the  whole  route  in  Nova  Scotia,  as  reported  by  Major 
Robinson. 

The  total  length  of  line  in  Nova  Scotia  is  124  miles,  of  which 
distance  the  road  for 

66  miles  will  be  level,  or  of  grades  not  exceeding  20  feet  per  mile, 
44  “ “ have  grades  of  from  20  to  40  “ “ “ 

20  « a « u « 57  u u <c 

<2  <<  tf  ((  « « 00  ((  U C( 

From  the  above,  it  will  be  observed  that  for  one  half  of  the  whole 
distance  in  Nova  Scotia,  the  road  will  be  either  level  or  have  in- 
clinations under  20  feet  per  mile,  and  nearly  85  per  cent  of  the 
whole  distance  is  less  than  40  feet  per  mile. 

Relative  to  the  cost  of  the  road  in  Nova  Scotia,  I will  observe, 
that  the  cost  of  the  Quebec  and  Halifax  railway,  was  estimated  by 
Major  Robinson  at  £7,000  sterling  or  about  $34,000  per  mile.  This 
was  intended  as  the  average  cost  of  the  whole  line  from  Halifax  to 
Quebec,  a distance  of  635  miles.  It  is  possible  that  the  portion  of 
the  line  in  Nova  Scotia  would  fall  below  this  average,  on  account 
of  the  work  being  more  accessible  and  the  greater  advantages  of 
procuring  laborers  and  supplies,  than  in  the  more  secluded  districts 
through  which  other  portions  of  the  road  would  pass. 


51 


The  following  summary  shows  the  length  of  road 
the  State  of  Maine,  in  New  Brunswick  and  in  Nova 
Maine,  (omitting  fractions) 

New  Brunswick 
Nova  Scotia 


to  be  built  in 
Scotia. 

96  miles. 
200  “ 
124  “ 


Giving  420  miles, 

as  the  total  length  of  the  European  and  North  American  Railway. 

From  the  surveys  made  of  the  various  portions,  I can  state  with 
much  confidence  that,  of  the  420  miles  of  railway,  there  will  be 
over  350  miles  upon  which  the  grades  will  not  exceed  30  feet  per 
mile,  and  for  over  100  miles  of  this  latter  distance,  the  road  will  be 
level.  The  maximum  grade,  with  the  exception  of  one  point,  will 
probably  not  exceed  50  feet  per  mile,  with  comparatively  a short 
distance  of  this  inclination. 

The  portion  of  the  line  where  the  grades  exceed  this;  is  confined 
to  a distance  of  about  12  miles,  in  crossing  the  Cobequid  Hills  in 
Nova  Scotia.  These  inclinations  probably  will  not  riise  higher 
than  from  50  to  60  feet  per  mile,  and  of  the  latter  gradient  there 
need  not  be  more  than  five  or  six  miles. 

The  greatest  elevation  passed  over  in  the  420  miles  is  also  at  the 
Cobequid  Hills,  which  is  600  feet;  the  greatest  in  New  Brunswick 
probably  will  not  exced  250  feet,  and  that  in  Maine  300  feet  above- 
the  ocean. 

It  is  a fact  worthy  of  notice,  that  this  great  work  throughout  its 
whole  extent  of  over  400  miles,  traversing  a country,  the  most  prom- 
inent characteristics  of  which  are  its  numerous  large  rivers,  lakes 
and  inlets,  that  at  no  point  is  it  interrupted  by  ferries,  nor  are  the 
difficulties  encountered  or  expenditures  required  in  the  construction 
of  bridges  and  other  works  at  all  corresponding  with  the  magnitude 
of  the  rivers  to  be  crossed,  and  the  objects  to  be  attained. 

This  peculiarity,  together  with  the  great  extent  of  line  which 
may  be  constructed  at  a low  rate,  will  tend  to  reduce  the  average 


52 


cost  of  the  whole  work  to  a sum  considerable  below  most  of  the 
great  lines  of  the  United  States. 

From  the  examination  I have  been  able  to  make,  together  with 
information  obtained  from  the  reports  of  the  Engineers  who  have 
surveyed  various  parts  of  the  line,  I am  of  opinion,  that  with  judi- 
cious management,  the  whole  work  may  be  constructed  with  a sin- 
gle track  and  equipment  at  a cost  not  exceeding  $30,000  per  mile, 
or  a total  cost  of  Twelve  millions  six  hundred  thousand  dollars. 

PROSPECTIVE  BUSINESS  OF  THE  ROAD. 

Having  given  the  general  characteristics  of  the  whole  wojk,  the 
next  question  to  be  investigated  is  the  probable  return  which  may 
be  anticipated  from  so  laTge  an  expenditure.  This  is  an  important 
branch  of  inquiry,  and  must  necessarily  be  presented  somewhat  in 
detail. 

The  local  business  of  that  part  of  the  road  which  is  in  the  State 
of  Maine,  will  be  made  up  by  portions  of  the  population  of  Penob- 
scot, Hancock,  Washington  and  Waldo  Counties,  and  of  Charlotte 
Co.  New  Brunswick,  amounting  to  about  150,000  inhabitants. 

The  western  terminus  of  the  road  is  at  the  City  of  Bangor,  which 
contains  nearly  15,000  inhabitants.  This  is  an  important  point,  it 
being  at  the  head  of  navigation  on  the  Penobscot  river,  and  con- 
taining a wealthy  and  enterprising  population. 

The  number  of  arrivals  at  this  port,  during  the  last  year,  were 
3567,  and  of  clearances  3574.  The  assessed  valuation  of  real  and 
personal  estate  is  $5,121,805.  The  value  of  exports  for  the  past 
year,  will  probably  amount  to  between  Three  and  Four  millions  of 
dollars.  There  were  20  vessels  built  in  the  Penobscot  district  in 
1850,  having  an  aggregate  tonnage  of  3188  tons. 

The  Penobscot  river  possesses  the  peculiarity  before  alluded  to, 
which  characterises  the  St.  John  and  other  rivers  along  this  coast, 


53 


having  a descent  of  92  feet  in  a distance  of  12  miles,  and  terminat- 
ing at  the  City  of  Bangor.  Above  these  rapids  the  river  is  navi- 
gable for  small  steamboats  and  other  craft  a distance  of  40  miles. 

An  immense  amount  of  lumber  in  logs  is  annually  sent  down  this 
stream  from  the  interior.  This  fall  in  the  Penobscot,  so  near  tide 
water,  renders  the  water  power  of  great  value,  and  adds  vastly  to 
the  business  and  growth  of  Bangor.  It  is  now  improved  to  a great 
extent,  and  nearly  all  the  lumber  from  the  Penobscot  waters  is  man- 
ufactured at  mills  erected  on  this  portion  of  the  river. 

Extensive  saw  mills  and  other  machinery  have  been  erected  at 
North  Bangor,  Basin  Mills,  Orono,  East  and  West  Great  Works, 
Oldtown  and  Milford.  There  is  an  aggregate  of  15  gangs  and  154 
single  saws,  equal  to  about  200  single  saws,  in  operation  at  these 
mills.  There  are  also  41  Lath,  9 Shingle  and  10  Clapboard  ma- 
chines, 5 cooper,  3 machine,  and  several  furniture,  carriage  makers 
and  smith  shops,  besides  other  manufactories. 

This  machinery  is  capable  of  manufacturing  176  millions  of  feet 
of  lumber,  50  millions  of  laths,  14  millions  of  clapboards,  17  mil- 
lions of  shingles,  1 1-2  millions  of  staves,  800,000  pickets,  60,000 
oars  and  30,000  barrels. 

The  amount  of  these  articles,  annually  manufactured,  does  not 
every  year  reach  the  full  capacity  of  the  machinery,  the  quantity 
being  regulated  by  the  number  of  logs  which  come  down  the  river, 
and  the  state  of  the  market. 

The  largest  amount  of  lumber  surveyed  in  any  one  year,  was  213 
millions,  and  this  of  course  included  lumber  manufactured  at  other 
points  on  the  river  above  and  possibly  some  that  may  have  been 
manufactured  the  year  before.  The  total  amount  surveyed  in  the 
year  1850,  was  nearly  203  millions.  This  is  exclusive  of  what  is 
technically  called  short  lumber,  such  as  pickets,  laths,  clapboards, 
shingles,  &c.  &c. 


*0 


54 


The  lumbering  business,  on  the  Penobscot  waters,  has  been  in- 
creasing from  year  to  year,  and  a reference  to  the  amount  of  lum- 
ber surveyed  for  a series  of  years,  does  not  show  those  great  and 
frequent  fluctuations  which  are  generally  supposed  to  attend  this 
branch  of  industry. 

For  the  amount  of  exports  of  lumber  of  every  description  for 
1850,  and  the  amount  surveyed  each  year,  from  1832  to  1850  in- 
clusive, I refer  to  the  appendix  of  this  report,  Notes  A and  B. 

The  lumber  surveyed  the  last  year,  at  an  average  price  of  $12 
per  thousand,  amounts  to  $2,436,000,  and  it  is  probable  that  the  val- 
ue of  all  the  lumber  and  other  products  of  the  forest  manufactured 
on  the  Penobscot  for  several  years  past,  would  amount  to  not  less 
than  two  and  a half  millions  of  dollars  annually. 

This  lumber  is  mostly  manufactured  within  12  miles  of  the  city 
of  Bangor,  and  immediately  on  the  line  of  the  proposed  road,  and 
forwarded  to  market  in  rafts  on  the  river. 

This  mode  of  transportation  is  found  to  he  expensive  from  the 
losses  sustained  by  the  lumber  being  split,  worn  or  destroyed  in 
rafting  and  deterioration  by  being  put  into  the  water  and  soiled. 
These  losses  are  estimated  by  intelligent  dealers,  at  from  fifty  cents 
to  one  dollar  per  thousand  feet,  which,  when  added  to  the  expense 
of  forming  the  rafts  and  running  them,  increases  the  actual  cost  of 
transportation  to  such  a rate  per  thousand  as  to  leave  no  doubt  that 
all  the  better  qualities  of  lumber  could  be  transported  on  the  rail- 
way at  a great  saving  to  the  forwarders  or  dealers. 

Branches  extended  to  all  the  mills,  none  of  which  need  much 
exceed  one  fourth  of  a mile  in  length,  and  some  much  less,  would 
permit  lumber  to  be  transported  directly  from  the  mills  to  market  in 
the  cheapest  and  most  expeditious  manner,  and  delivered  in  the  best 
condition.  During  the  best  season  of  rafting,  the  amount  of  lum- 
ber forwarded  in  each  raft,  varies  from  20,000  to  30,000  feet — but 
often  during  a portion  of  the  year,  only  half  this  amount  can  be  run 


55 


in  each  raft,  in  consequence  of  the  low  stage  of  the  water.  Conse- 
quently damage  to  the  lumber,  in  such  cases,  and  detention  in  arriv- 
ing at  market,  are  very  much  increased.  With  a railway  properly 
equipped,  200,000  to  250,000  feet  may  be  taken  to  market  in  each 
train,  and  one  million  daily,  or  as  much  as  can  be  loaded  and  un- 
loaded in  that  time.  By  this  means  the  supply  can  be  regulated  by 
the  demand,  and  the  lumber  retained  at  the  mills,  where  the  ex- 
pense of  piling  room  is  less  than  in  the  city,  until  required  for 
shipping. 

Large  quantities  of  small  lumber  are  annually  forwarded  to  mar- 
ket in  rafts.  Much  of  this  is  lost  or  disposed  of  at  great  inconven- 
ience and  expense,  on  account  of  its  frequently  having  a different 
destination  from  that  of  the  larger  lumber  in  the  rafts,  upon  which 
it  is  forwarded.  This  description  of  lumber,  therefore,  would  mostly 
be  forwarded  to  market  by  railway  conveyance  in  preference  to  any 
other. 

Having,  on  a previous  occasion,  examined  with  much  care  and 
attention,  the  subject  of  transportation  of  lumber  from  these  mills 

to  market  by  railway,  I can  with  much  confidence  advance  the  opin- 

0 

ion  that  with  proper  arrangements,  all  the  better  qualities  of  lumber, 
amounting  to  60  or  70  millions  of  feet  annually,  as  well  as  the 
greater  portion  of  the  short  lumber,  will  take  this  conveyance.  The 
latter,  although  less  in  quantity,  will  probably  produce  nearly  as 
much  revenue  as  the  former. 

The  lumber  manufactured  at  these  mills,  is  from  timber  which  is 
principally  cut  near  the  upper  waters  of  the  Penobscot  There  is  a 
larger  amount  of  timber  in  the  country  through  which  the  line  of 
the  road  passes,  which  does  not  possess  the  same  facilities  of  reach- 
ing market  as  that  on  the  Penobscot.  A portion  of  it  now  reaches 
that  stream  through  the  Passadumkeag,  and  other  portions  reach  a 
market  through  the  St.  Croix  and  other  smaller  streams.  The  logs 
often  have  to  be  hauled  a great  distance,  and  are  run  with  much 


56 


labor  and  expense  through  small  and  circuitous  streams,  and  in 
passing  rapids  and  falls  receive  more  or  less  injury. 

With  a superior  line  of  railway  running  through  the  heart  of 
this  district,  touching  the  lakes  and  streams  of  the  interior  at  nu- 
merous points,  it  is  believed  it  will  effect  an  almost  entire  revolution 
in  the  lumbering  business. 

It  will  probably  be  found  preferable  to  manufacture  the  lumber 
near  where  the  timber  is  cut,  and  forward  it  to  market  by  railway 
conveyance.  Mills  being  erected  on  and  near  the  line  of  the  rail- 
way, for  which  there  is  an  almost  endless  amount  of  water  power, 
the  timber  of  more  remote  districts  will  readily  be  conveyed  to 
them,  and  when  manufactured  into  lumber,  transported  safely  to 
market  by  this  more  expeditious  communication. 

Inferior  qualities  of  lumber,  which  scarcely  find  sale  and  is  of 
little  or  no  value  at  the  points  where  produced,  or  is  so  remote  from 
cheap  conveyance  as  to  effectually  prevent  its  removal,  may  be  for- 
warded to  market  by  railway  conveyance,  at  such  rates  as  will  en- 
sure a ready  sale  for  large  quantities  at  reasonable  profits. 

This  is  not  a matter  of  conjecture,  but  is  practically  demonstrat- 

* 

ed  by  the  experience  of  numerous  railways  in  the  United  States. 
Lumber  has  been  transported  on  one  line  200  miles,  and  this  in 
competition  with  canal  navigation.  Ship  timber,  masts,  spars,  curl- 
ed maple  and  birch  for  ornamental  work,  fence  posts,  railway  sleep- 
ers, and  even  fire  wood,  are  transported  long  distances  on  railways 
to  market,  and  command  a ready  sale  at  high  prices,  which  without 
this  means  of  communication,  would  be  left  to  decay  in  the  forests 
or  be  burned  as  a useless  incumbrance  of  the  soil.  Great  numbers 
of  railway  sleepers  are  annually  shipped  from  Maine  to  Southern 
ports,  and  the  demand  for  this  article  must  continue  to  increase  from 
year  to  year,  and  will  add  an  important  item  of  freight. 

The  extent  to  which  ship  building  is  carried  on  in  Maine,  creates 
a great  demand  for  ship  timber,  which  finds  its  way  to  the  coast  in 


57 


large  quantities  on  the  several  railways  now  in  operation,  and  by 
the  ordinary  conveyances  of  the  country.  The  opening  of  a rail- 
way communication  between  the  St.  Croix  and  the  Penobscot,  will 
give  facilities  for  the  transportation  of  this  article  in  each  direction, 
to  tide  water  and  it  will  doubtless  be  a source  of  considerable  reve- 
nue to  the  road. 

The  introduction  of  cheap  conveyance  into  this  district,  will  be 
followed  by  the  manufacture  of  an  endless  variety  of  articles  from 
the  growth  of  the  forest,  which  in  turn  will  be  succeeded  by  agri- 
cultural products  as  the  country  is  improved.  Cord  wood  is  trans- 
ported in  vessels  from  N.  Brunswick  and  Nova  Scotia  to  Boston,  and 
there  is  no  reason  why  it  may  not  reach  Calais  and  Bangor  by  rail- 
way conveyance,  and  thence  be  shipped  to  other  markets  if  necessary. 

Large  quantities  of  provisions  and  forage  are  annually  forward- 
ed to  the  lumbering  districts.  It  is  estimated  by  intelligent  men, 
that  there  is  annually  sent  from  Bangor  to  the  lumbering  districts 
50,000  barrels  of  Flour,  250,000  bushels  of  Corn  and  6,000  barrels 
of  Pork,  together  with  a great  variety  of  other  articles. 

These  supplies  are  also  forwarded  in  large  quantities  from  Calais 
and  other  towns  for  the  same  purpose. 

The  intercourse  created  by  the  lumbering  business,  and  the  a- 
mount  of  travel  from  Bangor  up  the  Penobscot  valley  is  almost  in- 
credible. Numerous  lines  of  daily  stages,  and  some  running  twice 
a day,  are  fully  occupied  for  a large  portion  of  the  year,  and  in  ad- 
dition, the  number  passing  in  private  conveyances  is  equal  to  or 
greater  than  that  by  the  stages.  On  the  western  portion  of  this 
line  there  are,  including  the  population  of  Bangor,  25,000  inhabi- 
tants, to  which  add  the  population  above  Milford,  which  will  pass 
over  a portion  of  the  road,  giving  a total  of  50,000  inhabitants,  who 
from  the  nature  of  their  pursuits,  will  add  to  the  passenger  business 
in  a greater  proportion  than  is  usual  for  a like  population  under  or- 
dinary circumstances. 


8 


58 


The  way  business  of  the  road  in  the  interior,  will  at  first,  be  con- 
fined to  the  intercourse  created  by  lumbering  operations,  which  at 
present,  from  the  manner  in  which  the  business  is  transacted,  does 
not  appear  to  be  of  much  importance.  This  however  will  be  very 
much  increased  by  the  opening  of  a railway. 

As  we  approach  the  St.  Croix,  the  country  is  cultivated  and  con- 
tains an  active  and  enterprising  population. 

Baring  is  a considerable  village  on  the  St.  Croix,  six  miles  above 
Calais,  were  there  are  8 saw  mills,  7 lath  and  2 shingle  machines. 
It  also  contains  8 stores,  and  is  a place  of  some  importance. 

Calais  is  a flourishing  town,  containing  nearly  5000  inhabitants. 
The  town  and  parish  of  St.  Stephens,  on  the  opposite  side  of  the 
river,  contain  nearly  the  same  population;  and  although  on  different 
sides  of  the  Boundary,  the  two  places  are  intimately  connected  in 
their  business  relations.  Such  being  the  case,  and  being  at  the  head 
of  navigation  on  the  St.  Croix,  possessing  also  a valuable  water 
power  and  other  advantages,  this  centre  of  business  constitutes  an 
important  point. 

Calais  contains  85  stores,  1 bank,  16  saw  mills  operating  32  saws, 
2 planing,  1 box  and  21  lath  machines,  5 machinery  shops,  12  smith 
shops,  2 foundries,  1 tannery,  3 grist  mills,  7 shingle  mills,  1 stave 
and  1 plaster  mill. 

There  were  6 vessels  built  in  Calais  during  the  past  year,  having 
an  admeasurement  of  1814  tons,  and  the  number  of  vessels  owned, 
not  including  any  under  50  tons,  is  32,  with  a total  of  5766  tons. 
There  were  in  1850,  760  arrivals  and  776  clearances.  The  assess- 
ed valuation  of  property  is  $809,140,  which  probably  does  not  ex- 
ceed 50  per  cent  of  its  real  value. 

St.  Stephens  contains  69  stores,  1 bank,  23  saw  mills  with  65 
saws,  2 shingle,  4 last,  2 planing  and  21  lath  machines,  1 foundry, 
1 machine  shop,  and  3 grist  mills.  The  assessed  valuation  of  real 
and  personal  estate  is  $1,469,400.  The  principal  exports  of  Calais 


59 


and  St.  Stephens  in  1850,  were  76  millions  feet  of  lumber  of  vari- 
ous qualities,  85  millions  laths,  25  millions  shingles,  4,075,000  pick- 
ets and  clapboards,  7,000  shooks  and  one  million  staves,  hoops  and 
heads,  also  13,000  barrels  calcined  plaster,  and  1500  tons  ground 
plaster.  There  were  800  vessels  employed,  having  an  admeasure- 
ment of  120,000  tons. 

Full  accounts  of  the  imports  have  not  been  obtained,  but  with  the 
active  trade  of  these  places,  there  must  necessarily  be  large  impor- 
tations of  merchandise. 

For  the  supply  of  the  surrounding  country,  and  the  lumber  dis- 
tricts, there  were  imported  into  Calais,  in  1850,  90,000  bushels  of 
corn,  28,000  barrels  flour,  and  3,500  barrels  of  Pork. 

The  St.  Croix  river  has  here  an  aggregate  fall  of  72  feet,  and  be- 
tween Milltown  and  Baring,  an  additional  fall  of  14  feet.  This 
power  is  now  occupied  principally  in  the  manufacture  of  lumber, 
but  as  the  timber  of  the  country  gradually  disappears,  it  will  be  ap- 
plied to  other  manufactures.  There  are  other  considerable  towns 
in  the  vicinity  of  this  portion  of  the  road,  which  will  contribute 
largely  to  its  local  business.  The  population  of  these  towns,  to- 
gether with  those  in  New  Brunswick,  which  will  add  to  the  busi- 
ness of  the  road  more  or  less,  amounts  to  30,000  souls. 

The  total  population  of  the  State  of  Maine,  is  583,000.  Her 
principal  sources  of  revenue  are  lumber  and  shipping,  although  her 
citizens  are  beginning  to  turn  their  attention  to  manufactures,  as  is 
shown  by  the  large  investments  which  have  been  made  within  two 
or  three  years  past,  and  to  the  cultivation  of  the  soil,  as  indicated 
by  the  great  increase  of  agricultural  products  exhibited  in  the  sta- 
tistics obtained  by  the  recent  census. 

Maine  is  the  largest  ship  building  State  in  the  Union,  and  the 
tonnage  of  vessels  annually  built  by  her,  is  over  one  third  of  the 
total  tonnage  built  by  all  the  principal  ship  building  States.  The 
superior  facilities,  which  Maine  possesses  in  her  extended  seaboard, 


60 


her  fine  harbors  and  rivers,  and  the  skill  and  enterprise  of  her  citi- 
zens, have  already  placed  her  far  in  advance  of  all  the  other  States 
in  this  branch  of  industry,  and  in  the  front  rank  as  a commercial 
State.  New  York  and  Massachusetts,  the  largest  ship  building 
States,  except  Maine,  having  a total  population  of  over  four  mil- 
lions, built  in  1850,  an  aggregate  tonnage  of  94,178  tons,  while 
Maine,  with  a population  of  not  quite  600,000,  built  in  the  same 
year,  an  aggregate  of  91,211  tons.  In  the  amount  of  her  shipping, 
she  is  now  the  third  State  in  the  Union,  no  other  States  exceeding 
her,  except  New  York  and  Massachusetts.  (Note  C.) 

The  amount  of  lumber  annually  manufactured  in  the  State  of 
Maine,  probably  exceeds  400  millions  feet,  which  with  the  numer- 
ous other  productions  of  the  forest,  cannot  be  valued  at  less  than 
six  millions  of  dollars. 

BUSINESS  OF  THE  HOAD  IN  NEW  BRUNSWICK. 

New  Brunswick,  like  the  State  of  Maine,  has  also  great  com- 
mercial advantages,  and  her  principal  sources  of  revenue  are  from 
her  lumber,  her  fisheries,  and  shipping.  The  population  of  this 
Province  does  not  probably  vary  much  from  200,000  souls.  This 
population  is  principally  settled  along  and  near  her  extended  coast, 
and  in  the  valley  of  the  St.  John. 

The  most  western  county  through  which  the  line  will  pass,  is 
Charlotte,  which  contains  a population  of  from  18,000  to  20,000,  to 
this  may  be  added  a population  on  and  near  the  frontier  of  Maine, 
which  will  contribute  to  the  business  of  this  part  of  the  road. 

I have  already  given  the  principal  statistics  of  St.  Stephens,  an 
important  town  on  the  St.  Croix,  which  with  Calais,  contains  a 
large  and  active  population,  which  will  contribute  to  the  trade  of 
the  road  on  each  side  of  the  Boundary,  in  almost  an  equal  degree. 
Leaving  the  frontier,  the  line  passes  a few  miles  north  of  St.  An- 


61 


drews,  a place  of  importance,  which  is  the  shire  town  of  Charlotte 
county.  It  contains  a number  of  stores,  one  bank,  and  several  pub- 
lic buildings,  and  is  beautifully  situated  on  sloping  grounds,  at  the 
mouth  of  the  St.  Croix  river  on  Passamaquoddy  Bay.  The  exports 
of  the  port  of  St.  Andrews  and  its  out-bays,  for  1848,  were  $246,- 
055,  and  the  imports  $198,782.  The  number  of  clearances  810, 
and  the  arrivals  843,  having  an  aggregate  of  166,194  tons.  The 
ships  built  amounted  to  3,077  tons.  This  place  is  the  Southern  ter- 
minus of  the  Quebec  and  St.  Andrews  railway,  an  enterprise  which 
is  being  pressed  forward  with  the  intention  of  reaching  Woodstock 
on  the  St.  John,  at  an  early  period.  This  accomplished,  it  will 
prove  a valuable  auxiliary  to  this  contemplated  work,  and  much  of 
the  trade  of  the  Upper  St.  John,  destined  either  west  or  east,  will 
find  this  an  economical  and  expeditious  channel  of  communication. 
It  also  connects  it  with  the  port  of  St.  Andrews,  at  which  point  a 
steamboat  touches  daily,  thus  not  only  accommodating  that  place, 
but  giving  ready  access  to  the  railway,  from  Eastport,  Campobello 
and  Lubec,  containing  in  all,  nearly  10,000  inhabitants. 

The  pleasant  situation  of  Saint  Andrews,  and  the  picturesque 
scenery  of  Chamcook  in  its  vicinity,  will  offer  great  attractions,  and 
with  the  facilities  which  these  railways  will  give,  must  make  it  a 
place  of  much  resort  in  the  summer  season. 

Chamcook  harbor  is  situated  some  five  or  six  miles  further  north 
than  St.  Andrews,  is  capacious  and  of  sufficient  depth  for  the  laig- 
est  vessels,  and  its  nearer  approach  to  the  proposed  eastern  railway, 
with  which  it  will  be  connected  by  the  St.  Andrews  line,  together 
with  the  fine  water  power  at  that  place,  will  give  it  additional  im- 
portance and  probably  add  considerably  to  the  business  which  will 
reach  the  road  from  this  direction. 

From  this  point  to  St.  John,  the  line  passes  through  or  near  sev- 
eral places  where  there  will  be  a considerable  amount  of  business. 
These  are,  St.  George,  at  the  Falls  of  the  Magaguadavic,  L’Etang 


62 


Harbor,  Lepreau  and  Ivanhoe,  at  nearly  all  of  which  lumber  is  man- 
ufactured in  consideiable  quantities. 

St.  John,  situated  at  the  mouth  of  the  river  of  the  same  name,  is 
the  principal  city  of  New  Brunswick,  and  with  its  suburbs,  contains 
a population  of  30,000  souls.  Its  exports  for  1850  were  $2,123,217 
and  imports  $3,174,189.  Vessels  are  able  to  enter  the  harbor  of  St. 
John  at  all  seasons  of  the  year,  it  never  being  obstructed  by  ice. 

The  number  of  clearances  at  that  port  in  1850,  was  1718,  equal 
to  284,181  tons,  and  arrivals  1695,  having  an  aggregate  of  260,424 
tons.  There  were  owned  at  St.  John  in  1849,  505  vessels,  whose 
admeasurement  was  93,192  tons,  and  the  number  of  vessels  built 
was  63,  with  a total  of  26,202  tons.  (Note  D.) 

There  is  a large  amount  of  lumber  annually  manufactured  in  the 
immediate  vicinity  of  St.  John.  There  are  17  saw  mills,  13  of 
which  are  operated  by  steam,  and  4 by  water  power.  Also  6 flour 
mills,  5 iron  foundaries,  3 breweries  and  6 tanneries.  The  exports 
of  lumber,  &c.,  in  1849,  were,  as  follows: — 85  1-2  millions  feet  of 
deals,  107,000  tons  of  timber,  15  millions  feet  of  boards  and  scant- 
ling, nearly  5 millions  of  railway  sleepers,  5 1-3  millions  of  shin- 
gles, 279,000  clapboards  and  6,392  barrels. 

The  public  institutions  of  St.  John,  are  3 Banks,  having  a capi- 
tal of  $2,000,000,  1 Gas  Company  $120,000,  2 Insurance  Compan- 
ies $400,000,  Lunatic  Asylum,  Marine  Hospital,  &c.,  &c.  The 
assessed  valuation  of  real  and  personal  estate  is  $11,144,800,  and 
income  assessed  $763,272. 

There  are  5 steamboats  running  on  the  river  to  Fredericton,  and 
2 to  Woodstock.  It  is  estimated  that  there  are  25,000  passengers 
on  the  river  during  the  season  of  navigation;  or  including  the  stage 
travel  in  the  winter  season,  the  total  number  of  passengers  is  28,000 
annually. 

There  are  steamboats  running  up  the  Bay,  to  Dorchester,  the 
Bend  of  Petitcodiac,  and  Windsor,  and  across  the  Bay  to  Digby  and 


63 


Annapolis,  and  along  the  coast  to  Eastport,  Portland  and  Boston, 
These  steamers  carry  a large  number  of  passengers;  but  I have  been 
unable  to  obtain  returns  of  the  number  transported. 

There  has  been  a very  great  increase  in  the  travel  within  a few 
years,  resulting  mainly  from  the  increased  facilities,  and  the  reduced 
rates  of  fare  consequent  thereon. 

There  is  a large  amount  of  timber,  which  is  cut  in  the  Northern 
part  of  the  State  of  Maine,  which  passes  to  market  through  the 
river  St.  John. 

A large  portion  of  this  part  of  the  State  is  drained  by  the  St. 
John  and  its  tributaries,  which  offer  almost  the  only  means  of  trans- 
porting a portion  of  the  timber  to  market. 

A railway  communication  from  Bangor  to  St.  John,  will  have  a 
tendency  to  facilitate  intercourse  as  connected  with  the  lumber  bu- 
siness of  that  part  of  the  State,  and  in  effect,  to  increase  the  real 
value  of  the  lands. 

The  lower  portion  of  the  valley  of  the  St.  John,  has  extensive 
“intervales”  of  great  richness  and  fertility.  The  valley  is  often  sev- 
eral miles  wide,  and  the  country  is  in  an  advanced  state  of  cultiva- 
tion. It  probably  contains  upwards  of  40,000  inhabitants,  who  will 
add  largely  to  the  business  of  the  road. 

Proceeding  eastwardly  from  the  city  of  St.  John,  the  proposed 
railway  will  pass  through  a highly  cultivated  and  fertile  country, 
the  greater  portion  of  the  distance  to  tjie  line  of  Nova  Scotia. 
Much  of  it  will  compare  favorably  with  the  most  fertile  sections  of 
the  Western  States. 

A large  amount  of  business  now  passes  over  the  road  between 
St.  John  and  the  Gulf  of  St.  Lawrence,  by  the  ordinary  convey- 
ances of  the  country.  It  is  stated  in  the  report  of  Mr.  Wilkinson, 
that  a careful  registration  of  the  travel  passing  various  places  be- 
tween these  points,  was  kept  for  several  months  in  1848,  and  this 
showed  a total  of  166,000  passengers,  who  travelled  various  dis- 


i 


64 


tances  on  this  route,  and  that  this  travel  was  equivalent  to  57,000 
through  passengers,  between  Shediac  and  St.  John.  The  amount 
of  freight  that  will  be  transported  on  this  part  of  the  road  will  be 
very  large,  consisting  of  agricultural  products,  cattle,  sheep,  swine, 
&c.,  &c. 

The  road  will  touch  the  navigable  waters  of  the  Bay  of  Fundy, 
at  the  Bend  of  the  Petitcodiac,  where  there  is  a flourishing  village. 

There  are  here  7 wharves,  5 ship-yards  and  several  mills  in  the 
immediate  vicinity.  This  place  is  25  miles  from  the  mouth  of  the 
river,  which  is  navigable  for  vessels  of  500  tons,  and  for  vessels  of 
100  tons,  some  10  miles  further  up  the  stream.  The  exports  of  this 
place  are  very  considerable,  and  including  the  vessels  which  are 
built  and  sold,  they  are  estimated  at  over  $100,000  annually.  A 
steamboat  runs  between  this  place  and  St.  John  twice  a week,  car- 
rying over  100  passengers  weekly,  and  a large  amount  of  freight. 
Shad  and  Salmon  fishing  is  carried  on  here  to  a considerable  ex- 
tent. There  are  rich  deposits  of  coal,  gypsum,  iron,  &c.,  &c.,  in 
this  vicinity.  An  extensive  deposit  of  Asphaltum,  said  to  be  supe- 
rior to  any  yet  brought  into  market,  is  found  not  far  from  this  place, 
and  is  now  being  worked. 

A considerable  amount  of  trade  crosses  from  the  Gulf  of  St. 
Lawrence  to  this  place,  the  distance  being  but  15  miles  from  She- 
diac harbor  on  the  Gulf. 

With  a branch  extended  to  the  latter  place,  it  would  draw  in  the 
trade  of  a large  population  along  the  coast,  and  from  Prince  Ed- 
ward’s Island. 

There  are  in  the  counties  along  the  Gulf  40,000  inhabitants,  who 
will  send  many  of  their  products  and  receive  their  supplies,  by  this 
line  of  communication. 

The  proposed  railway,  after  passing  the  Bend  of  the  Petitcodiac, 
bears  more  southerly,  and  will  pass  through  or  within  a few  miles 
of  Dorchester  and  Sackville,  both  situated  at  the  head  of  the  Bay 


65 


of  Fundy,  in  the  midst  of  a most  beautiful  and  fertile  country. 
Dorchester  is  the  shire  town  of  Westmoreland  county,  situated  at 
the  mouth  of  Memramcook  river,  where  there  is  a good  harbor,  and 
contains  several  public  buildings.  In  this  parish  are  found  valuable 
quarries  of  free  stone,  gypsum,  grindstones  and  coal  strata.  Its 
extensive  marshes,  which  have  been  reclaimed  from  the  sea,  and 
the  highly  cultivated  uplands  bear  abundant  evidence  of  their  fer- 
tility and  native  richness. 

The  Parish  of  Sackville  is  further  south,  bordering  Cumberland 
Basin,  and  boasts  the  largest  tract  of  sea  alluvium  in  British  Amer- 
ica. The  sea  is  shut  out  by  extensive  dykes,  and  the  soil  produces 
the  most  superior  crops  of  wheat,  oats,  potatoes  and  grass.  The 
uplands,  bordering  these  marshes,  are  well  cultivated,  and  produce 
every  description  of  grain.  Large  numbers  of  cattle  are  raised  in 
these  Parishes,  and  the  markets  of  St.  John  and  Halifax  are  partly 
supplied  from  the  products  of  these  daries. 

Taking  a more  general  view  of  New  Brunswick,  we  find  that  it 
embraces  an  area,  according  to  the  best  authorities,  of  26,800  square 
miles.  The  soil  is  generally  favorable  for  agriculture,  and  it  is  es- 
timated that  two  thirds  of  its  surface  may  be  cultivated  to  great  ad- 
vantage. 

Portions  of  it  are  exceedingly  fertile,  particularly  the  bottom 
lands  of  the  valleys,  and  the  reclaimed  marshes,  bordering  on  the 
Bay  of  Fundy.  Vegetation  arrives  at  maturity  in  an  exceedingly 
short  time;  and  almost  every  description  of  grain,  with  proper  cul- 
ture, is  produced  in  abundance. 

In  addition  to  its  agricultural  capabilities,  it  possesses  great  re- 
sources in  the  abundance  of  its  timber,  its  valuable  minerals,  and 
its  fisheries. 

The  extent  to  which  its  inhabitants  have  been  engaged  in  the 
lumbering  business,  although  it  has  been,  and  still  is,  a source  of 
great  wealth,  has  proved  highly  detrimental  to  the  agricultural  ad~ 


9 


66 


vancement  of  the  Province.  A change  has  taken  place  however, 
and  the  rapid  increase  of  agricultural  products  within  the  last  year 
is  a gratifying  indication  of  the  increased  attention  of  her  popula- 
tion to  these  pursuits. 

The  coal  fields  of  New  Brunswick  are  of  great  extent,  covering 
about  one  third  of  her  territory;  and,  having  a proper  proportion  of 
productive  coal  measures,  it  will  readily  appear  that  she  has  an  in- 
exhaustible supply  of  this  valuable  mineral.  These  mines  have 
not  been  worked  to  a great  extent;  but  the  superior  quality  of  the 
coal,  the  ease  and  economy  with  which  they  may  be  worked,  are 
satisfactorily  demonstrated.  It  only  requires  greater  facilities  of 
communication  to  develop  them  more  fully,  and  to  bring  their  value 
prominently  before  the  public.  The  proposed  railway  passes  over 
the  south-eastern  portion,  and  skirts  along  the  southern  border  of 
this  great  coal  field,  for  70  or  80  miles,  while  another  section  or 
arm  of  this  formation  is  in  still  closer  proximity,  extending  for  two 
thirds  of  the  distance,  from  the  Petitcodiac  to  the  city  of  St.  John, 
between  the  route  of  the  proposed  railway  and  the  Bay  of  Fundy. 

New  Brunswick  contains  other  valuable  minerals,  such  as  iron 
and  lead  ore,  manganese,  together  with  hydraulic  and  other  lime- 
stone, roofing  slate,  marble,  gypsum,  potter’s  clay,  &c.,  &c.  She 
.also  has  her  mineral  springs,  of  various  descriptions;  and  saline 
' waters  are  found  directly  on  the  route  of  the  proposed  railway, 
vwhere  salt  is  now  being  manufactured. 

No  census  has  been  taken  of  the  population  of  New  Brunswick 
i for  a number  of  years;  but  it  is  stated  by  Major  Eobinson,  in  his 
, report,  that  it  had  been  estimated  at  208,000,  at  the  beginning  of 
, 1848. 

It  has  been  estimated  by  competent  and  intelligent  men,  who 
; are  familiar  with  the  resources  of  the  country,  that  the  local  trade 
of  the  road  east  of  St.  John,  including  the  travel  and  agricultural 
products  only,  will  amount  to  $246,000  annually. 


67 


BUSINESS  OF  THE  ROAD  IN  NOVA  SCOTIA. 

The  Province  of  Nova  Scotia  and  its  dependencies,  has  an  area 
of  19,600  square  miles,  and  is  estimated  to  contain  240,000 
inhabitants.  It  is  nearly  surrounded  with  water,  and  possesses 
great  commercial  advantages.  The  exports  of  Nova  Scotia  proper, 
in  1849,  were  82,720,593,  and  if  we  add  Cape  Breton,  the  total 
exports  would  probably  amount  to  nearly  3 1-2  millions.  Its  imports 
are  84,776,561.  The  clearances  of  vessels  from  the  various  ports 
of  Nova  Scotia  were  4821,  of  482,854  tons,  and  the  arrivals  were 
4,939,  equal  to  488,386  tons  burthen.  (Note  E.) 

The  principal  articles  of  exports  are  gypsum,  coal,  fish  and  lum- 
ber. There  were  exported  in  1849,  240,000  barrels,  320,000  quin- 
tals and  18,800  boxes  of  fish,  valued  at  82,032,397,  and  100,000 
chaldrons  of  coal  and  60,000  tons  plaster.  There  were  221  vessels 
built— measurement  29,422  tons. 

The  most  fertile  portion  of  Nova  Scotia  borders  on  the  Bay  of 
Fundy,  and  is  generally  in  a high  state  of  cultivation.  The  more; 
productive  portions  about  the  head  of  the  Bay,  are  situated  in  the 
counties  of  Hants,  Colchester  and  Cumberland. 

The  latter  is  the  most  northern  county  of  Nova  Scotia,  and  is  sit- 
uated between  the  arms  of  the  upper  extremity  of  the  Bay  of 
Fundy.  It  extends  across  to  the  Gulf  of  St.  Lawrence  and  in- 
cludes Wallace  and  Pugwash  harbors.  The  line  of  the  proposed 
railway  inclines  to  the  eastern  portion  of  the  county.  It  is,  howev- 
er, only  a few  miles  distant  from  the  towns  and  harbors  on  each  side 
of  the  Isthmus,  and  is  sufficiently  near  to  throw  off  branches  to  the 
more  important  points  at  moderate  expense.  Pugwash  is  a most 
superior  harbor,  and  has  18  feet  of  water  over  the  bar  at  low  tide, 
and  the  largest  ships  float  at  all  times  of  tide  in  perfect  security 
within  its  basin.  This  is  a place  of  considerable  business.  Ship- 
building and  lumbering  are  the  principal  branches  of  industry,  The 


68 


ships  built  in  1850,  amounted  to  3614  tons  admeasurement.  The 
land  is  of  superior  quality  in  its  vicinity  and  well  cultivated. 
There  is  a fine  stone  quarry  near  this  place,  and  the  materials  for 
%e  government  buildings  in  Halifax  were  obtained  here. 

This  harbor,  being  but  a few  miles  from  the  line  of  the  railway, 
offers  superior  advantages  for  the  trade  of  Prince  Edward’s  Island 
to  reach  Halifax. 

Wallace  Bay  admits  large  ships  at  high  water,  and  the  port  also 
possesses  advantages  for  ship-building,  fisheries  and  the  lumber 
trade.  The  average  annual  arrivals  and  clearances,  at  and  from 
this  port  for  several  years  past,  have  been  135  vessels,  equal  to 
30,000  tons,  and  the  exports  and  imports  about  $135,000. 

Amherst,  the  shire  town  of  this  County,  is  situated  at  the  head 
of  Cumberland  Basin,  and  is  surrounded  by  a fertile  and  highly 
cultivated  country.  Beside  the  public  buildings  of  the  county,  it 
contains  12  stores,  and  is  a place  of  considerable  business. 

There  have  been  forwarded  or  driven  from  this  county  during  the 
past  season,  1000  cattle  and  horses,  1500  sheep  and  other  animals, 
to  the  markets  of  Halifax  and  St.  John. 

There  have  also  been  forwarded,  some  1500  firkins  of  butter; 
and  the  freight  received  there  from  various  places,  amounts  to  seve- 
ral thousand  barrels.  The  county  is  estimated  to  contain  18,000 
inhabitants,  and  the  amount  of  land  under  the  plough,  is  100,000 
acres,  together  with  a great  extent  of  meadow  or  grass  land.  Its 
grazing  capabilities  are  very  great,  and  it  has  a large  number  of 
cattle,  sheep  and  horses. 

This  county  is  exceedingly  rich  in  minerals.  It  has  valuable 
coal  mines  at  the  Joggins  and  Spring  Hill.  At  the  latter  place 
there  is  one  stratum  12  feet  in  thickness,  and  the  coal  is  of  excel- 
lent quality.  A branch  railway  of  a few  miles  in  length,  would 
connect  this  valuable  mine  with  the  trunk  line  of  railway  through 
Cumberland  Coal  makes  its  appearance  in  various  localities  in  the 


69 


county.  Small  quantities  have  been  raised  on  the  Maccan  and 
Herbert  rivers,  and  it  is  also  seen  on  the  river  Phillip.  There  are 
valuable  grind-stones  in  this  county,  and  large  quantities  are  manu- 
factured annually,  and  shipped  to  the  United  States.  Gypsum  and 
lime  stone  are  found  in  great  abundance;  also  numerous  salt 
springs.  A large  amount  of  gypsum  and  lime  is  forwarded  to 
market.  The  manufacture  of  salt  is  at  present  limited. 

The  total  number  of  arrivals  and  clearances  at  and  from  the  ports 
of  Cumberland  and  Parsboro,  in  1850,  which  are  on  the  Bay  of 
Fundy,  in  this  county,  were  501,  measuring  33,711  tons.  The 
total  exports  of  this  county  have  been  estimated  from  the  most 
available  sources  of  information,  at  $400,000  annually.  I have 
not  been  able  to  obtain  its  total  imports ; but  including  its  trade 
with  other  parts  of  Nova  Scotia,  they  probably  amount  to  $200,000. 

Cumberland  county  contains  100  saw  mills,  16  flour  mills,  seve- 
ral collieries  and  6 grind-stone  quarries.  Besides  the  trade  which 
it  has  through  the  ports  on  each  side  of  the  isthmus,  it  has  a large 
traffic  through  the  country  direct  to  Halifax. 

Crossing  the  Cobequid  Hills,  the  proposed  railway  enters  Col- 
chester county,  which  also  extends  across  from  the  southern  arm  of 
the  Bay  of  Fundy  to  the  Straits  of  Northumberland,  and  like  Cum- 
berland, abounds  in  numerous  valuable  minerals.  Coal,  iron  ore, 
gypsum  and  limestone  are  found  in  various  localities.  The  most 
valuable  deposit  of  iron  ore  yet  discovered  in  Nova  Scotia,  is  found 
almost  immediately  on  the  line  of  the  railway,  and  is  now  being 
worked  extensively.  The  coal  measures  are  in  the  immediate 
vicinity  of  this  deposit,  and  a workable  coal-bed  exists  within  a dis- 
tance of  two  or  three  miles  of  the  iron  works.  There  is  also  an 
abundance  of  wood  for  fuel,  at  this  place,  and  water  power 
sufficient  to  propel  the  machinery. 

A cheap  and  expeditious  means  of  conveyance,  available  both 
summer  and  winter,  will  doubtless  develope  these  mineral  deposits 


70 


to  a much  fuller  extent,  and  render  them  a source  of  great  wealth  to 
the  country,  and  a large  revenue  to  the  railway. 

That  part  of  Colchester  county,  bordering  on  the  Bay  of  Fundy, 
is  thickly  settled  and  in  a high  state  of  improvement.  The  soil 
is  exceedingly  fertile  and  richly  repays  the  agriculturist  for  his  labor. 

Truro  is  a large  and  beautiful  village  situated  at  the  head  of 
Cobequid  Bay,  and  is  at  the  point  where  the  great  line  of  travel 
from  Halifax  to  Pictou  and  Prince  Edward’s  Island  branches  from 
that  to  Cumberland  and  New  Brunswick.  This  is  the  most  proba- 
ble point  for  the  divergence  easterly  of  a line  of  railway  to  Pictou 
harbor,  and  coal  mines.  A lateral  line  in  this  direction  is  regarded 
of  great  importance,  as  it  would  extend  the  immediate  benefits  of 
railway  communication  to  a large  population,  and  vastly  increase 
the  business  of  the  trunk  line.  Prince  Edward’s  Island  has  a valuable 
trade  with  Halifax,  and  with  a branch  line  to  Pictou,  this  traffic 
and  travel  would  mostly  take  this  route  in  preference  to  the  circu- 
itous one  by  water.  The  area  of  this  Island  is  2,130  square  miles, 
and  the  population  is  62,000,  which  with  that  of  Pictou  county, 
will  make  a total  of  90,000  inhabitants,  whose  products  and  sup- 
plies would  be  eonveyed  through  this  channel  of  communica- 
tion. With  a railway  to  Pictou,  and  suitable  steamboats  for  cross- 
ing the  Straits  of  Northumberland,  the  population  of  the  Island  will 
be  brought  within  7 hours  ride  of  Halifax.  Without  this  branch, 
there  will  be  a large  trade  that  will  reach  the  main  line  from  this 
direction. 

The  county  of  Pictou  is  celebrated  for  its  extensive  beds  of  coal, 
which  are  worked  to  a greater  extent  than  at  any  other  locality  in 
Nova  Scotia.  The  works  are  under  the  General  Mining  Associa- 
tion. There  were  raised,  according  to  the  Custom  House  returns 
for  1849,  from  the  Albion  or  Pictou  mines,  53,674  chaldrons 
of  coal.  Gypsum,  iron  ore,  fiee  stone  and  lime  stone,  are  also  found 
in  this  county. 


71 


The  number  of  ships  built  at  the  port  of  Pictou,  1849,  was  44, 
equal  in  admeasurement  to  10,134  tons.  The  number  of  arrivals 
was  583,  and  clearances  765,  having  an  aggregate  of  134,653  tons. 
The  total  imports  and  exports  were  $480,460. 

The  total  amount  of  coal  raised  by  the  General  Mining  Associa- 
tion in  Nova  Scotia,  1849,  was  113,000  chaldrons,  13,500  of  which 
were  consumed  in  the  Province,  and  the  balance  exported.  For 
the  conveyance  of  this  coal  to  market,  the  Association  annually  load 
1600  vessels,  and  its  average  annual  expenditure  is  about  $320,000. 

The  counties  of  Hants,  Kings,  Annapolis  and  Digby,  situated 
along  the  south  side  of  the  Bay  of  Fundy,  contain  a large 
population.  The  country  is  of  the  most  fertile  character  and  pos- 
sesses great  agricultural  and  mineral  resources. 

A beautiful  valley  extends  from  the  Basin  of  Mines  parallel  with 
the  Bay  of  F undy  to  Annapolis  Basin,  passing  through  the  counties 
of  Kings  and  Annapolis,  a distance  of  80  miles,  with  an  average 
width  of  five  miles.  This  valley  is  drained  by  Annapolis  and 
Cornwallis  rivers,  both  of  which  are  navigable  several  miles.  This 
valley  and  the  favorable  grounds  in  Hants  county,  offer  great  facil- 
Jties  for  the  construction  of  a lateral  branch  of  railway  in  a westerly 
direction,  diverging  from  the  trunk  line  near  the  head  of  Bedford 
Basin,  or  in  the  vicinity  of  Grand  lake. 

The  mineral  resources  of  the  Province  are  almost  unlimited,  and 
there  probably  is  not  an  equal  extent  of  territory  on  this  continent 
that  excels  it  in  the  variety  and  superior  character  of  its  minerals. 
It  is  estimated  that  its  coal  fields  alone  cover  an  extent  of  country 
equal  to  2000  square  miles,  and  iron  ore,  gypsum,  lime  stone,  free 
stone,  granite,  slate  and  saline  springs,  are  found  in  great  profusion 
in  the  Province. 

In  view  of  the  great  quantity  and  favorable  position  of  these 
minerals  relative  to  the  proposed  railway,  there  cannot  be  a doubt, 
that,  if  relieved  from  all  restrictions,  capital  will  be  found  in  abund- 


72 


ance  for  working  the  mines ; and  that  their  products,  together  with 
the  ordinary  business  of  the  country,  and  the  increased  intercourse 
and  traffic  growing  out  of  extensive  mining  operations,  and  the 
general  benefit  of  railways,  would  of  themselves  make  a very  fair 
return  for  the  expenditure  required  to  build  the  railroad  through 
Nova  Scotia. 

It  is  a circuitous  voyage  for  vessels  from  the  United  States  or 
Halifax,  to  reach  the  coal  mines  of  Pictou ; and  one  that  is  attended 
with  more  than  ordinary  danger  and  difficulties.  Vessels  can  only 
visit  this  port  seven  months  of  the  year,  aud  can  make  only  about 
seven  voyages  a year  between  it  and  Boston.  It  is  stated  by  per- 
sons familiar  with  the  navigation,  that  it  requires  from  20  to  25 
days  for  a vessel  to  go  from  Halifax  to  Pictou  for  a cargo  of  coal 
and  return.  Vessels  in  passing  through  the  Gut  of  Canso, 
require  the  wind  to  be  in  a particular  direction,  and  they 
are  often  detained  for  several  days  by  adverse  winds.  Insurance  to 
the  Gulf  Ports  in  summer  is  3-4  per  cent.,  and  in  fall,  from  1 to  3 
per  cent.  In  addition  to  these  items  of  expense,  there  are  losses 
arising  from  the  suspension  of  navigation,  already  mentioned,  as 
the  coal  remains  on  the  bank  exposed,  for  several  months,  to  the 
severe  winter  weather,  and  much  of  it  is  injured  so  as  to  be 
unfit  for  shipment.  Freight  from  Pictou  to  Halifax  is  SI, 50  per 
chaldron  of  about  1 1-2  tons,  or  about  one  dollar  per  ton. 

The  cost  of  transportation  on  railways,  as  well  as  other  convey- 
ances, depends  upon  the  regularity  of  the  traffic  and  the  loads  that 
imay  be  carried.  If  trains  can  be  uniformly  loaded  to  the  capacity 
.of  the  engine,  the  cost  may  be  reduced  to  a very  low  rate,  on  roads 
ffiaving  favorable  gradients. 

With  the  immense  deposits  of  coal  along  the  line  of  the  proposed 
?road,  there  appears  no  reason  why  merchandise  trains,  going  in  the 
.direction  of  Halifax,  should  not  always  be  fully  loaded. 

On  the  Reading  Railway  in  Pennsylvania,  coal  is  transported  95 


73 


miles,  at  a cost  to  the  company  of  62  cents  per  ton,  or  65-100  of  a 
cent  per  ton  per  mile;  the  trains  being  fully  loaded  in  one  direction. 
This  low  rate  is  owing  to  the  uniformity  of  the  traffic,  and  great 
tonnage  of  each  train. 

In  view  of  the  difficulties  of  the  navigation,  the  cost  of  transpor- 
tation, and  the  additional  cost  of  trans-shipment,  insurance  and  de- 
terioration, it  is  believed  that  coal  from  mines  in  the  vicinity  of  the 
line,  may  be  delivered  in  Halifax,  by  railway,  at  a rate  not  exceed- 
ing that  transported  in  vessels  from  Pictou,  and  that  such  charge 
would  allow  reasonable  profit  to  the  railway.  Cars  loaded  at  the 
mines  would  deposit  the  coal  directly  on  the  wharves  of  Halifax,  in 
the  best  condition  and  with  the  greatest  regularity,  both  summer 
and  winter. 

Coal  destined  to  other  markets  would  of  course  be  subject  to 
transhipment  from  cars  to  vessels  at  Halifax,  as  is  now  the  case  at 
Pictou.  But  there  would  be  a great  advantage  to  shipping  in  the 
coal  trade,  to  be  able  to  continue  their  voyages  through  the  winter, 
and  in  making  Halifax  the  point  of  transhipment,  there  would 
be  greater  certainty  of  freights  of  some  description  from  its 
being  the  great  commercial  town  of  the  Province. 

The  demand  for  coal  at  Halifax  must  be  greatly  increased  by  the 
establishment  of  this  line  of  communication. 

Halifax  harbor  is  one  of  the  finest  on  the  continent  and  of  suffi- 
cient capacity  to  contain  all  the  navies  of  Europe.  Its  length  ex- 
tending northerly  and  southerly  is  16  miles,  and  at  its  upper  ex- 
tremity there  is  a beautiful  sheet  of  water,  known  as  Bedford  Ba- 
sin, embracing  an  area  of  10  square  miles  of  good  anchorage.  It 
is  easy  of  access,  and  well  protected  by  islands  at  its  entrance,  and 
is  scarcely  ever  obstructed  by  ice. 

The  city  of  Halifax,  the  commercial  and  political  capital  of  the 
Province,  is  beautifully  situated  on  a declivity  on  the  western  side 
of  the  harbor,  and  has  long  been  the  principal  naval  station  of  Brit- 


10 


!A 


ish  North  America.  It  contains  about  24,000  inhabitants,  and  has 
4 banks,  3 insurance  companies,  one  college,  a chamber  of  com- 
merce and  numerous  other  institutions.  It  is  an  important  military 
station  also.  The  citadel  stands  on  the  highest  grounds  within  the 
limits  of  the  city,  elevated  some  250  feet  above  the  sea,  overlooking 
the  town  and  commanding  the  harbor.  The  government  works  are 
the  Barracks,  the  fortifications  of  the  harbor,  and  an  extensive  dock 
yard  for  the  repairs  of  ships  of  war.  The  latter  is  a large  enclosure 
and  contains  buildings  for  the  residence  of  officers,  besides  stores, 
warehouses,  work  shops,  &c.  &c.  The  Province  building  is  a fine 
edifice,  containing  apartments  for  the  Legislative  Council,  House  of 
Assembly,  Supreme  Court  and  various  government  offices. 

The  number  of  vessels  built  at  the  port  of  Halifax  in  1849  were 
78,  measuring  8229  tons.  The  total  number  of  vessels  arriving  in 
that  year,  were  1146,  having  a tonnage  177,192  and  the  clearances 
were  1012  vessels,  of  162,069  tons  burthen.  Its  exports  were  $1,- 
271,922,  and  its  imports  $3,450,745.  The  assessed  value  of  real 
and  personal  estate  of  Halifax  is  $13,714,732. 

The  historical  associations  connected  with  Halifax,  with  its  nu- 
merous attractions  to  the  pleasure  tourist  of  the  United  States,  in 
addition  to  its  commercial  importance,  will  invite  a large  and  in- 
creasing intercourse  upon  the  line  of  the  railway,  as  soon  as  com- 
pleted. 

On  the  opposite  or  east  side  of  the  harbor,  is  situated  the  pleas- 
ant town  of  Dartmouth,  which  is  connected  with  Halifax  by  a steam 
ferry.  It  contains  many  fine  residences,  a valuable  water  power 
and  some  machinery. 

Relative  to  the  travel  on  the  proposed  railway  in  Nova  Scotia,  1 
would  observe  that  a registration  of  passengers  passing  three  points 
on  the  route,  has  been  kept  for  six  months,  and  upon  which  an  esti- 
mate has  been  made  for  the  year,  which  gives  over  100,000  pas- 
sengers travelling  on  this  road  annually. 


75 


Having  taken  a general  view  of  the  resources  and  trade  of  the 
whole  county  through  which  the  proposed  line  will  pass,  it  is  proper 
in  the  further  consideration  of  the  question  of  business,  to  refer  to 
the  results  attending  the  construction  and  operation  of  railways  in 
other  States,  and  to  be  guided  as  far  as  practicable,  by  experience 
in  arriving  at  conclusions  relative  to  the  business  that  may  be  anti- 
cipated on  the  proposed  railway  now  under  consideration. 

I have,  therefore,  with  a view  to  illustrate  the  subject,  prepared 
the  following  tabular  statement  showing  the  population  of  the  New 
England  States  and  the  State  of  New  York,  the  total  number  of 
miles  of  railways  in  operation  and  the  number  of  passengers  and 
tons  of  freight  transported,  and  the  receipts  for  1850. 


Totals.  112,155  5,828,419 1 4,084  $ 165,851,619|  19,123,238  flO, 362, 0S4 1 3. 28 1.78  |4,032.861 1 $7,187,708 


TABULAR  STATEMENT  OF  THE  LENGTH,  COST,  RECEIPTS,  &C„  OF  NEW  ENGLAND  AND  NEW  YORK  RAILWAYS 


77 


The  States  embraced  in  the  above  table,  have  an  area  of  112,155 
square  miles,  and  contain  5,828,419  inhabitants.  These  States  are 
intimately  connected*  in  their  business  relations,  and  trunk  lines  of 
railway  traverse  this  territory  in  various  directions  nearly  from  one 
extremity  to  the  other. 

Viewing  these  States  separately,  we  find  that  the  railway 
system  of  each,  is  in  different  stages  of  advancement.  In  Massa- 
chusetts, it  may  be  considered  complete,  and  in  New  York,  Con- 
necticut and  New  Hampshire,  it  is  far  advanced.  Vermont  and 
Rhode  Island  have  made  considerable  progress,  while  in  Maine,  the 
system  may  be  considered  as  but  just  commenced. 

The  trunk  lines  of  New  Hampshire  and  Vermont  have  been  so 
recently  completed,  that  their  benefits  have  been  but  partially 
realized.  This  is  particularly  the  case  with  the  latter  State,  her 
railways  having  been  in  operation  only  about  one  year. 

The  railways  of  Maine  are  in  an  unfinished  state,  and  their  con- 
nections, with  the  exception  of  one,  incomplete.  Further,  a large 
portion  of  the  population  have  not  participated  at  all  in  the  benefits 
of  this  mode  of  communication. 

The  extraordinary  facilities  for  the  conveyance  of  both  passengers 
and  freight  enjoyed  by  the  great  bulk  of  the  population  of  Maine, 
furnished  by  their  line  of  extended  seacoast,  their  numerous  access- 
ible harbors  and  their  navigable  rivers,  sufficiently  explain  the 
reason  why  the  introduction  of  railways  into  Maine,  has  been  less 
rapid,  than  her  character  for  enterprise  would  naturally  lead  us  to 
expect. . The  people  of  Maine,  celebrated  throughout  the  country 
for  enterprise  and  commercial  sagacity,  seem  destined  to  achieve, 
by  the  carrying  out  of  her  railway  system,  far  greater  results 
thereby,  than  any  other  State  of  New  England,  if  not  of  the  Union. 

It  should  also  be  recollected  that  many  of  the  railways  of 
the  State  of  Maine,  have  been  in  operation  to  their  pre- 
sent extent,  but  a few  weeks  or  months,  (which  is  the  case  to 
some  extent  with  railways  mother  States),  and  therefore  no  opinion 


78 


can  be  formed  of  their  business  by  comparing  the  aggregate  miles, 
or  cost  with  the  receipts,  as  shown  in  the  table.  With  a territory 
nearly  equal  to  that  of  all  the  other  New  England  States,  and  rank- 
ing next  to  Massachusetts  in  population,  she  has  less  length  of  rail- 
ways than  either  of  these  States,  except  Ehode  Island.  It  must  be 
remembered  that  several  of  the  railways  of  New  York  are  restricted 
from  carrying  freight  except  under  great  disadvantages,  and  the 
total  receipts  from  freight  in  that  State,  which  has  three  times  the 
population  and  three  hundred  miles  more  of  railways  than  Massa- 
chusetts, are  one  million  of  dollars  less  than  those  of  the  latter. 
This  is  also  in  part  owing  to  the  unfinished  state  of  many  of  her 
trunk  and  lateral  lines  whose  traffic  will  greatly  exceed  any  now 
completed.  Many  of  the  railways  embraced  in  the  table  are  sub- 
ject to  a far  stronger  competition  from  steamboats  and  vessels  than 
can  ever  be  brought  to  bear  on  the  business  of  the  proposed  railway. 

The  amount  of  traffic,  therefore,  exhibited  in  the  preceding  table, 
is  far  below  what  it  would  be  on  the  same  railways  a few  years 
hence,  were  they  to  remain  in  their  present  state.  When  com- 
pleted, however,  and  their  connections  perfected,  their  traffic  will  be 
vastly  increased.  In  making  use,  therefore,  of  these  results  as  a 
basis  of  calculation  for  the  revenue  of  the  proposed  railway,  we 
shall  not  err  in  assuming  too  great  a traffic  for  a given  population. 

The  following  is  the  population,  according  to  the  best  informa- 
tion that  can  be  obtained  on  the  subject,  which  will  in  part  make 


up  the  business  of  the  proposed  railway. 

State  of  Maine,  according  to  the  recent  census,  - .583,000 

Province  of  New  Brunswick, 208,000 

do.  Nova  Scotia, 220,000 

Prince  Edward’s  Island, 62,000 


Total  population,  1,073,000 


In  the  above,  the  population  of  Nova  Scotia  embraced  in  Cape 


79 


Breton,  from  40,000  to  45,000  inhabitants,  is  omitted  as  being  too 
remote  to  add  materially  to  the  business  of  the  road.  The  popu- 
lation of  Prince  Edward’s  Island  which  will  be  accommodated  by 
the  road  both  in  New  Brunswick  and  Nova  Scotia,  is  included. 

From  the  character  of  this  population  and  the  resources  of  the 
country,  there  appears  to  be  no  reason  why,  in  the  course  of  a few 
years,  it  should  not  produce  as  large  a proportional  amount  of  busi- 
ness as  that  shown  in*  the  table. 

The  inhabitants  have  a common  origin,—  and  the  same 
indomitable  energy  of  character,  which  every  where  characterizes 
the  Anglo  Saxon  race.  It  is  true,  that  this  population  has  not  yet 
made  great  advances  m manufactures  or  agriculture ; but  this  is 
not  because  the  soil  is  unfit  for  cultivation  or  that  there  is  a lack  of 
enterprise.  It  is  owing  to  the  want  of  facilities  for  transportation 
and  the  means  of  rapid  and  economical  communication  with  a mar- 
ket. There  is  little  encouragement  for  agricultural,  mining  or 
manufacturing  enterprise  in  a country  where  the  cost  of  transporta- 
tion is  nearly  or  quite  equal  to  the  value  of  articles  produced. 
The  same  inactivity  existed  in  all  the  industrial  pursuits  of  the 
States,  referred  to,  before  the  introduction  of  canals  and  railways ; 
and  these  are  the  instruments  which  have  created  business  and 
wealth ; and  to  which  may  be  attributed  in  a great  degree,  the 
success  and  character  of  their  inhabitants. 

It  may  be  thought  that  this  proposed  railway  is  near  the  coast  and 
consequently  it  will  not  be  able  to  compete  with  vessels  in  the  trans- 
portation of  freight.  This  is  not  so  great  a disadvantage,  as  at  first 
might  appear;  for  the  railway,  touching  occasionally  the  ports 
along  the  coast,  which  are  always  points  of  business  and  markets 
of  the  country,  will  in  this  case  accommodate  the  trade  of  the 
interior  in  a greater  degree  by  taking  the  products  to  these  markets 
and  returning  their  supplies  from  the  same  points.  Nearly  the 
whole  line  within  the  State  of  Maine  is  from  30  to  40  miles  from 
the  coast,  each  extremity  having  a connection  with  navigation. 


80 


The  country  along  the  line  from  Milford  to  within  a distance  of 
20  miles  of  Calais,  is  unsettled,  though  the  land  for  a large  portion  of 
the  distance  is  of  superior  quality,  and  the  immense  quantities  of 
valuable  timber  which  it  contains  will  furnish  a large  amount  of 
business  to  a road  in  operation,  though  it  can  contribute  but  little  to 
secure  its  construction. 

That  portion  of  the  line  in  New  Brunswick  west  of  St.  John, 
approaches  nearer  the  coast,  while  that  part  east  of  that  city  will 
pass  through  a valley  of  surpassing  fertility  for  90  miles,  having 
no  access  to  navigation  except  at  either  extremity,  and  no  market 
but  that  above  mentioned. 

The  whole  of  the  line  in  Nova  Scotia  is  directly  through  the  in* 
terior  of  the  country  to  the  chief  market  of  the  province.  The 
navigation  to  the  various  points  is  circuitous,  often  dangerous,  and 
subject  to  great  delays  and  difficulties,  and  for  five  months  of  the 
year,  is  entirely  interrupted, 

The  navigation  from  St.  John,  westward,  to  Portland,  a distance 
of  300  miles,  is  closed  at  all  ports  where  the  railway  touches,  and 
no  steamboats  run  between  these  points  during  the  winter. 

With  this  proposed  railway  completed,  merchants  will  not  pur- 
chase six  months  stock  of  goods  et  once,  but  will  order  them  from 
time  to  time,  taking  advantage  of  the  market  in  making  their  pur- 
chases, and  supplying  their  customers  at  all  times  with  fresh  and 
seasonable  goods. 

From  the  preceding  table  it  appears  that,  comparing  the  total  re- 
ceipts on  all  the  railways  from  passengers,  with  the  population,  they 
are  equal  to  $1,78  to  each  inhabitant,  and  that  the  receipts  from 
freight  amount  to  $1,23  per  inhabitant  or  for  both  they  are  equal  to 
$3,00  per  capita  of  population.  With  a view  to  make  full  allow- 
ance for  what  might  appear  a difference  of  circumstances  of  this 
population,  and  to  make  such  an  estimate  as  will,  it  is  believed,  fall 
below  the  actual  business  which  will  be  secured  on  this  route, 


81 


we  will  place  the  receipts  from  the  business  of  this  population,  at 
only  one  half  the  above,  or  at  the  rate  of  one  and  a half  dollars  for 
each  inhabitant. 

There  are  other  important  sources  of  revenue  which  it  is  now 
proper  to  consider. 

The  great  and  primary  object  of  this  railway  is  in  connection 
with  other  roads  to  shorten  the  transit  between  Europe  and  Amer- 
ica. 

The  astonishing  increase  of  population  and  wealth  of  the  United 
States  has  created  great  changes  in  the  commercial  relations  of 
the  world,  and  more  rapid  and  safe  means  of  transit  between 
Europe  and  America  have  taken  the  place  of  the  former  tedious 
modes  of  communication. 

It  is  comparatively  but  a few  years  since  it  was  deemed  a 
doubtful  enterprise  to  establish  a line  of  sailing  packets  between 
New  York  and  Liverpool  although  but  two  vessels  of  450  tons 
burthen  were  at  first  placed  on  the  line.  What  has  been  the  result? 
This  line  not  only  succeeded,  but  other  lines  from  all  the  principal 
Atlantic  cities  were  soon  established,  and  success  attended  them  all. 
So  great  an  increase  of  intercourse  from  year  to  year,  soon  made  it 
evident  that  more  rapid  and  regular  means  of  transport  must  be  im- 
troduced  to  meet  the  expectations  of  the  public. 

Enquiring  minds  directed  their  investigations  to  the  use  of  steam; 
power,  as  the  agency  by  which  this  was  to  be  accomplished. 
It  was  confidently  pronounced,  by  scientific  men,  to  be  impractica- 
ble to  navigate  the  Atlantic  ocean  by  steam.  It  seemed  to  have 
been  forgotten  in  1837,  that,  as  far  back  as  1819*  a steamer  had 
made  a successful  voyage  across  the  Atlantic.  A steamer  sailed 
from  Savannah,  May,  1819,  having  the  same  name  as  that  of  the  port 
from  which  it  sailed,  and  reached;  Liverpool  in  safety. 

In  September,  1833,  the  Royal  William,  of  180  horse  power  and' 
100  tons  burthen,  sailed  from  Quebec  to  Pictou  and  thence  to  Lon- 
don. U 


82 


But  it  was  not  till  1838  that  the  practicability  of  ocean  steam  navi- 
gation was  fully  established,  by  the  arrival  of  the  “Sirius”  and  the 
“Great  Western,”  one  from  Liverpool,  and  the  other  from  Bristol, 
in  New  York  harbor.  To  sketch  the  progress  of  the  British  Steam 
Marine  for  the  last  thirteen  years,  would  furnish  a history  of  one  of 
the  most  interesting  series  of  events  on  record. 

In  1848  the  Ocean  steam  ships  of  the  British  Government,  form- 
ed. a grand  aggregate  of  1 15  in  all,  and  the  number  has  since  been 
largely  augmented. 

Regular  lines  are  established  to  India  by  the  Red  Sea  route,  to 
Australia,  to  the  West  Indies,  to  Panama  and  the  Pacific,  to  various 
ports  of  Europe,  in  addition  to  the  North  American  line  known  as 
“Cunard’s  Line,”  whose  contract  embraces  9 first  class  steamers, 
running  alternately  between  Liverpool,  and  Boston  and  New  York. 

The  progress  of  steam  navigation  in  this  country,  for  the  last  five 
years  has  been  still  more  rapid.  Our  Government  have  recently  es- 
tablished lines  to  Liverpool,  to  Bremen,  to  Havre  and  Glasgow. 
The  contract  for  these  lines  contemplate  the  running  of  13  steamers 
the  present  year.  During  many  weeks  of  last  year,  no  less  than 
four  arrivals  of  ocean  steamers  from  Europe  occurred  in  each  week, 
and  a daily  arrival  may  be  safely  anticipated  within  a few  years  at 
farthest. 

The  average  time  of  the  eastern  passages  of  the  Collins  line  be- 
tween New  York  and  Liverpool  for  6 months,  from  May  to  Octo- 
ber 1850,  inclusive,  was  11  days,  12  hours  and  51  minutes,  and  the 
average  of  the  western  passages  was  11  days,  13  hours  and  13  min- 
utes. These  facts  show  a slight  saving  on  the  average  time  by  the  Cu- 
nard  line,  for  the  same  period,  amounting  to  only  one  and  a half 
hours  on  the  eastern  passages,  but  on  the  western  passages  there  is 
a difference  of  about  one  day. 

The  shortest  voyages  which  have  yet  been  made  were  by  the 
steamship  Asia  of  the  Cunardline,  from  New  York,  w'hich  was  10 
days,  9 hours  and  30  minutes,  and  the  recent  trip  of  the  Pacific  of 
the  Collins  line,  from  Liverpool  to  New  York  in  9 days,  20  hours 
and  15  minutes. 

There  can  be  no  doubt  but  that  great  improvements  will  be  made 
in  the  model  and  machinery  of  steam  ships,  by  which  their  speed 
will  be  materially  increased.  But  there  are  other  means  which  may 


83 


be  resorted  to  which  will  aid  in  an  important  degree  in  accomplish- 
ing this  desirable  object.  It  is  proposed  to  make  Galway  or  some 
port  on  the  western  coast  of  Ireland,  and  Halifax  in  Nova  Scotia, 
the  points  of  departure  for  steam  ships,  and  this  reduces  the  length 
of  voyage  about  one  third  from  that  between  Liverpool  and  New 
York,  consequently  the  tonnage  of  fuel  may  be  reduced  in  like  pro- 
portion. Vessels  running  in  connection  with  railways  at  either  ex- 
tremity of  the  voyage,  should  be  confined  to  the  transportation  of 
passengers  and  the  mails,  or  at  most,  should  be  permitted  to  trans- 
port only  light  and  valuable  merchandise.  Vessels  therefore  of 
increased  size  and  strength,  with  more  powerful  engines,  less  weight 
of  fuel,  with  only  so  much  freight  as  may  be  required  for  steadi- 
ness, would  doubtless  attain  much  greater  speed  in  running  between 
these  points,  than  could  be  made  by  the  same  vessels  with  fuel  for 
a voyage  one  third  longer  and  loaded  with  freight.  This  saving  in 
time  and  the  further  saving  by  the  use  of  railways  from  Galway  to 
London  and  from  Halifax  to  New  York,  upon  which  the  speed  will 
be  more  than  double  that  of  the  steamers,  would  probably  make  a 
saving  of  some  two  or  three  days  from  the  time  required  by  the 
present  mode  of  conveyance  between  London  and  New  York. 

By  this  line,  passengers  will  have  railway  conveyance  from  New 
York  and  all  the  cities  of  the  Union,  and  from  Quebec,  Montreal 
and  every  part  of  Canada  to  Halifax,  where  they  would  take  the 
steamers  for  Galway  direct,  crossing  Ireland  by  railway  to  Dublin, 
the  channel  by  steamboat  to  Holyhead,  thence  to  London  and  every 
part  of  England  by  railway. 

This  line  would  not  only  materially  reduce  the  length  of  the 
time  required  for  the  whole  journey,  but  lessen  by  one  third  the 
length,  the  annoyances  and  dangers  of  the  voyage  across  the  At- 
lantic. 

It  is  maintained  by  some,  that  passengers  generally,  would  em- 
bark at  Liverpool  and  land  at  New  York,  thus  performing  the  whole 
journey  by  water,  in  preference  to  travelling  by  railway  to  Galway, 
taking  the  steamer  to  Halifax,  and  thence  by  railway  to  New 
York,  or  having  arrived  at  Halifax  would  prefer  to  continue  on  in 
the  steamer  to  Boston  and  New  York. 

It  is  hardly  necessary  to  argue  this  point,  for  it  does  not  appear 
probable  that  any  person  who  has  ever  experienced  the  annoyance 


84 


of  a sea  voyage,  would  choose  to  embark  on  board  of  a vessel, 
thereby  increasing  the  danger  and  length  of  his  journey,  in  prefer- 
ence to  a comfortable  seat  in  a railway  car. 

With  cars  especially  arranged  with  sleeping  accommodations  for 
passengers  requiring  the  greatest  dispatch,  and  with  the  improve- 
ments of  track  which  are  attainable  by  the  adoption  of  the  continu- 
ous rail  and  other  changes,  the  traveller  will  be  relieved  from  any 
apprehensions  of  increased  fatigue  over  that  by  the  sea  voyage  from 
Halifax  to  New  York. 

Whatever  may  be  the  result,  as  far  as  relates  to  passengers  resid- 
ing at  New  York  city  and  south  of  it — in  reference  to  all  those  re- 
siding north  and  east,  there  cannot  be  a question  as  to  the  course 
they  will  ordinarily  take. 

A merchant  of  Montreal  for  instance  will  by  the  proposed  rail- 
way, be  able  to  reach  Halifax  with  nearly  the  same  ease  as  he  can 
travel  to  New  York.  He  will  therefore  shape  his  course  so  as  to 
economise  time  and  expense,  in  making  his  passage  to  and  from 
Europe. 

In  order  to  do  justice  to  the  argument  in  favor  of  this  plan  for 
shortning  the  transit  between  Europe  and  America,  we  must  sup- 
pose the  various  projected  lines  having  this  object  in  view,  to  have 
been  constructed  and  the  question  of  time  and  cost  both  reduced  to 
their  lowest  point,  instead  of  being  considered  with  reference  to  the 
present  condition  of  railway  facilities. 

Looking  at  the  question  in  this  aspect  it  will  be  seen  that  passen- 
gers will  seek  to  avoid  all  unnecessary  travel,  and  will  dhrect  their 
attention  to  the  shortest  practicable  line  across  the  ocean. 

In  making  the  passage  to  and  from  Europe,  the  point  6f  em- 
barkation nearest  the  opposite  shore  will  always  be  preferred  to  any 
other,  more  especially  when  it  favors  increased  security  from  sea 
risks,  and  is  likely  to  shorten  the  voyage. 

With  these  principles  admitted,  a large  portion  of  the  present 
travel  to  Europe  will  necessarily  seek  the  easternmost  point  of  em- 
barkation in  Nova  Scotia,  which  may  be  selected  for  the  terminus  of 
this  line.  It  is  known  that  Canada,  New  England  and  the  Lower 
Provinces  furnish  a large  proportion  of  the  present  travel. 

Again,  the  route  to  and  from  Europe,  which  is  the  most  certain 
and  the  shortest  in  the  point  of  time,  must  eventually  become  the 
cheapest  and  therefore  the  most  frequented. 


85 


No  one  can  question  this  who  regards  the  commonest  principles 
of  commercial  economy.  A passage  to  Europe  will  in  very  few 
years  become  a matter  of  as  common  occurrence  as  a journey  now 
from  New  York  to  Niagara  Falls. 

Ocean  steamers  at  the  present  time  charge  at  the  rate  of  about 
six  cents  per  mile  from  the  fact  that  the  number  of  passengers  is 
too  limited  to  admit  of  a reduction  of  price,  or  because  the  proprie- 
tors of  the  existing  lines  demand  exhorbitant  profits  on  their  invest- 
ments. If  the  number  of  passengers  should  be  increased  four  fold 
the  price  of  passage  might  be  reduced  one  half  at  least.  This  re- 
sult will  be  very  shortly  reached. 

The  rapid  increase  of  wealth  and  refinement  in  the  United  States 
will  in  a very  few  years  lead  the  pleasure  travel  that  now  seeks  our 
fashionable  summer  resorts,  to  spend  their  leisure  in  the  same  man- 
ner among  the  highlands  of  Scotland,  or  on  the  Rhine. 

The  same  or  similar  results,  will  be  witnessed  in  relation  to  the 
travel  from  Europe  to  America,  which  always  has  been  and  still 
continues  to  be  greater  than  the  travel  from  America  to  Europe, 
This  great  increase  of  travel  will  operate  to  reduce  the  price  of  pas- 
sage in  the  same  manner  and  to  the  same  extent  as  it  has  operated 
upon  the  lines  of  railway  in  this  country. 

The  consequence  of  this  state  of  things  will  be  as  marked  upon 
the  character  and  the  business  of  the  two  continents  as  the  increase 
of  railway  facilities  has  been  upon  the  character  of  the  people  of 
the  different  States  of  the  Union. 

It  is  well  known  that  the  most  dangerous  part  of  the  voyage  be- 
tween New  York  and  Liverpool  is  in  approaching  either  port. 
Steamships  after  leaving  New  York  or  Boston  harbor  for  Europe, 
sail  along  the  American  coast  for  some  800  or  1,000  miles,  often 
enveloped  in  the  thick  fogs  which  so  frequently  prevail,  and  these 
difficulties  and  dangers  to  a certain  extent  are  encountered  in  ap- 
proaching or  leaving  Liverpool.  It  is  on  this  part  of  the  voyage 
that  most  of  our  disastrous  shipwrecks  occur. 

But  travelling  this  portion  of  the  distance  by  railway,  these  dan- 
gers and  annoyances  are  avoided,  and  the  embarkation  is  made  at 
points  which  permit  vessels  almost  immediately  to  leave  the  coast 
and  thus  escape  its  perils. 

Experience  shows  that  where  the  railway  and  steamboat  come 


86 


in  competition,  the  former  uniformly  commands  the  mass  of  pas- 
sengers. We  have  numerous  instances  in  our  own  and  neighbor- 
ing States  which  have  demonstrated  this  in  the  most  satisfactory 
manner.  We  have  steamboats  between  Portland  and  Boston,  yet 
the  two  lines  of  railways  carry  nine  tenths  of  the  passengers  that 
reach  Boston  from  the  east,  although  the  fare  is  usually  double  that 
of  the  steamboat. 

When  the  New  York  and  New  Haven  railway  was  proposed,  it 
was  an  almost  universal  opinion  that  it  could  not  succeed,  from  the 
fact  that  it  was  located  along  the  shore  of  Long  Island  Sound  and 
would  have  to  sustain  a direct  competition  with  steamboats  of  the 
most  superior  character  for  speed  elegance  and  comfort.  Up  to  that 
time  they  had  supplied  the  connection  between  the  cities  above 
mentioned. 

The  splendid  steamer  Connecticut  had  accomplished  the  passage 
in  the  short  time  of  three  hours  and  forty-five  minutes,  equal  to  21 
miles  to  the  hour.  It  was  thought  that  the  dangers  of  the  passage 
were  not  greater  than  by  railway,  as  the  Sound  was  land-locked 
between  these  cities,  affording  a navigation  more  safe  and  free  from 
detentions  than  most  rivers.  Besides  this,  the  road  having  a consid- 
erable extent  of  40  feet  grades  with  many  draw  bridges  and  but  a 
single  track,  it  was  supposed  that  it  would  be  subject  to  delays  and 
dangers  not  often  encountered  on  other  roads,  and  consequently  the 
mass  of  passengers  would  prefer  taking  a steamer.  It  was  also 
urged  that  the  steamers,  even  with  their  magnificent  accommoda- 
tions and  sumptuous  tables,  could  be  sustained  by  rates  which  would 
prove  ruinous  to  a railway. 

In  opposition  to  these  opinions,  the  railway  was  built,  and  when 
completed  and  opened  for  travel,  there  were  two  first  class  steam- 
boats running  to  New  Haven,  one  to  Bridgeport  and  one  to  Nor- 
wich, touching  at  the  intermediate  towns.  At  the  present  time  there 
are  no  first  class  boats  on  the  route,  and  but  two  freight  boats,  and 
although  their  fare  is  but  half  that  by  the  railway,  they  carry 
very  few  passengers. 

There  are  now  running  on  this  railway  five  passenger  trains  each 
way  daily  between  New  Haven  and  New  York,  and  one  train  each 
way  daily  between  the  latter  place  and  Bridgeport,  besides  other 
trains  running  less  distances.  In  addition  to  this  there  have  been 


S7 


three  freight  trains  each  way  daily  for  a portion  of  the  year. 

This  illustrates  in  a forcible  manner,  the  capabilities  of  railways 
to  compete  with  steamboats  not  only  for  passenger  but  for  freight. 
In  this  case  it  is  not  a simple  division  of  the  business  between  the 
two  modes  of  conveyance,  but  it  amounts  to  almost  a complete  mo- 
nopoly of  the  business  by  the  railway.  There  were  transported  on 
this  road  during  the  year  .1850,  652,122  passengers  and  its  net  re- 
ceipts are  equal  to  7 per  cent  on  an  average  cost  of  $56,000  per 
mile.  The  Superintendent  of  this  road  says,  “I  am  well  satisfied 
that  the  question  is  fully  settled  on  this  route,  that  steamboats  can- 
not be  sustained  in  competition  with  the  rail  road.” 

The  Hudson  River  Railway  is  located  on  the  immediate  banks  of 
that  river,  from  New  York  to  Albany,  a distance  of  144  miles,  and 
is  subjected  to  competition  from  steamboats  which  are  universally 
admitted  to  be  the  fastest  and  most  magnificent  steamers  in  the 
world.  The  navigation  is  unsurpassed  for  safety,  and  the  beauty 
of  the  scenery  along  its  banks  renders  the  sail  up  this  river  the 
most  attractive  of  any  perhaps  on  this  continent. 

Two  months  after  the  road  was  first  opened  from  New  York  to 
Peeksville,  a distance  of  43  miles,  an  account  was  kept  of  the  num- 
ber of  passengers  that  left  and  arrived  by  the  steamers,  at  Sing  Sing, 
Dobbs  Ferry  and  Yonkers,  for  6 days  in  succession.  This  showed 
that  the  railway  carried  about  84  per  cent  of  all  the  passengers,  not- 
withstanding the  fare  was  nearly  double  that  of  the  steamboats. 
While  the  railway  was  in  operation  no  further  than  Peekskill,  the 
fare  from  that  place  to  New  York  was  55  cents,  while  the  boats  at 
first  charged  37  1-2  cents  and  then  reduced  their  fare  to  25  cents, 
but  having  so  little  business  even  at  that  low  fare,  they  were  obliged 
to  withdraw  and  leave  the  whole  business  to  the  road. 

At  the  present  time  the  railway  is  in  operation  to  Poughkeepsie, 
which  is  one  half  its  length,  and  the  same  results  thus  far  attend  its 
extension.  The  Albany  way  boats  were  discontinued  during  the 
last  season,  for  the  first  time  it  is  believed,  since  the  running  of 
steamboats  on  the  river.  The  steamers,  although  of  the  best  de- 
scription, and  the  fare  varying  from  one  to  two  dollars,  from  New 
York  to  Albany,  cannot  command  the  travel.  They  require  from  8 
to  9 hours  to  make  the  passage,  while  the  railway  can  transport 
passengers  over  this  route  in  4 1-2  hours,  and  this  alone  is  sufficient 


88 


to  turn  the  travel  to  the  railway,  at  rates  of  fare  fifty  per  cent  above 
the  steamboats. 

The  number  of  passengers  transported  on  this  railway,  only  one 
half  of  which  is  in  operation,  for  nine  months  of  the  year  1850, 
was  509,180. 

The  manager  of  this  railway  says,  “We  consider  the  question 
settled  as  to  the  practicability  of  successfully  competing  for  passen- 
gers with  the  best  line  of  steamboats  in  the  world.” 

Railways  have  been  constructed  on  and  near  the  coast  in  nearly 
all  the  Atlantic  States,  are  in  progress  or  contemplated  along  the 
banks  of  the  St.  Lawrence  and  the  shores  of  Lakes  Champlain, 
Ontario  and  both  sides  of  Lake  Erie.  On  all  of  these  waters  first 
class  steamers  are  running  with  great  success.  Railways  are  also 
being  constructed  parallel  and  near  to  many  of  the  navigable  waters 
of  the  Western  States. 

The  question  as  to  the  ability  of  railways  to  command  the  travel 
in  all  places  where  they  may  come  in  competition  with  steamers, 
appears  to  be  fully  settled. 

With  reference  to  the  proposed  eastern  line,  it  may  be  observed 
that  all  the  reasons  which  induce  the  travelling  public  to  give  their 
preference  to  railway  communication  over  that  by  steamboats,  in 
the  cases  referred  to;  apply  with  far  greater  force  on  this  line,  and 
there  can  be  no  doubt  whatever,  but  that  it  will  command  the  mass 
of  travel  crossing  the  Atlantic. 

In  further  estimating  the  probable  income  of  the  road,  I regard  it 
safe  to  assume  that  steamers  will  cross  the  Atlantic  daily  with  an 
average  of  fifty  passengers  each  way.  In  estimating  the  probable 
receipts  from  this  source  I will  however  assume  only  35  passengers 
each  way  or  70  per  day  over  the  railway. 

The  transportation  of  the  mails  must  be  a source  of  increasing 
revenue  from  the  circumstance  that  this  railway  will  enjoy  a compar- 
ative monopoly  in  the  transmission  of  intelligence  and  can  therefore 
command  the  most  favorable  terms  from  Government. 

The  compensation  paid  to  similar  lines  by  the  United  States  for 
the  carrying  of  the  mails  is  at  the  rate  of  $300  per  mile  per  annum. 
At  this  price  a handsome  income  is  secured.  But  it  may  be  fairly 
contended  that  the  price  of  transporting  the  mails  between  London 
and  New  York  may  be  shared  by  the  railways  and  the  steamers  in 


89 


the  proportion  to  the  distance  run  by  each,  or  in  some  similar  mode. 

By  adopting  this  rule  a large  revenue  will  at  once  be  secured  to 
the  road  by  a contract  for  carrying  the  mail. 

The  Cunard  line  receives  annually  £145,000  sterling  as  a com- 
pensation for  carrying  the  mail  fortnightly  for  four  months  and 
weekly  for  the  remainder  of  the  year,  equal  to  44  trips  each  way  or 
88  in  all.  This  will  give  a compensation  equal  to  £1647  sterling 
or  over  $7,800  per  trip. 

The  compensation  of  the  Collins  line  is  equal  per  trip  to  that 
paid  by  the  English  Government,  and  the  aggregate  amount  now 
paid  by  the  Britiah  and  American  Governments  to  the  several 
lines,  would  probably  fully  compensate  for  a daily  line  by  a single 
company  the  shorter  distance.  Allowing  two  thirds  of  this  aggre- 
gate for  the  sea  route  and  one  third  to  the  railways,  some  estimate 
may  be  formed  of  the  probable  mail  compensation  to  the  railways, 
between  New  York  and  Halifax. 

If  an  increase  of  speed  is  required  for  the  mail  trains,  a propor- 
tionate increase  of  compensation  may  be  reasonably  expected. 

Bringing  the  various  items  of  business  together,  as  hereinbefore 
set  forth  we  have  the  following  estimate  of  the  probable  annual  re- 
ceipts of  the  proposed  railway: — 

1,073,000  inhabitants,  estimated  to  pay  the  railway 
one  half  the  amount  shown  in  the  preceding  table  or 


SI, 50  for  each  inhabitant.  SI, 609, 500 

35  steamer  passengers  each  way  over  the  railway  at 
2 1-2  cents  per  mile,  or  $10,50  each  229,320 

Transportation  of  mails  S300  per  mile  per  annum  126,000 


Total  annual  estimated  receipts  SI, 964, 820 

Deduct  50  per  cent  for  expenses  of  operating  the 

road  982,410 


Estimated  net  receipts  S982,410 


Which  is  over  7 3-4  per  cent  on  S12,600,000,  the  estimated  cost 
of  the  railway. 

It  is  proper  before  closing  this  report,  to  express  my  obligations 
to  the  Hon.  Amos  Pickard,  for  the  valuable  service  rendered  by  him 
as  Commissioner  under  the  appointment  of  your  Excellency. 


12 


90 


To  R.  T.  Bailey,  Esquire,  Engineer,  having  the  immediate 
charge  of  the  field  operations,  and  to  the  gentlemen  acting  under 
his  direction,  I am  indebted  for  the  able  and  prompt  manner  in 
which  so  extensive  a survey  was  accomplished  in  the  short  time  al- 
lowed for  this  service. 

For  the  neatness,  skill  and  accuracy  with  which  the  drawings 
illustrative  of  the  surveys,  have  been  executed,  I am  indebted  to 
Mr.  J.  B.  Cummings. 

The  duty  assigned  by  the  commission  which  your  Excellency  was 
pleased  to  tender  me,  might  have  been  regarded  as  confined  to  the 
task  of  ascertaining  the  practicability  of  locating  a line  of  railway 
from  the  city  of  Bangor  to  the  Boundary  of  New  Brunswick,  in 
the  direction  of  the  city  of  St.  John. 

I should  not  have  deemed  the  service  assigned  me  well  performed 
had  I omitted  to  set  forth,  though  in  a very  imperfect  manner, 
some  of  the  advantages  which  the  completion  of  the  European  and 
North  American  Railway,  as  one  great  intercolonial  and  interna- 
tional work  hold  out  to  the  State  of  Maine,  and  to  the  whole  Union. 
This  duty  I have  attempted  to  discharge  in  a manner  that  would 
give  the  greatest  amount  of  useful  information  in  reference  to  the 
practicability  of  that  great  enterprise,  which  the  limited  appropria- 
tion made  by  the  Legislature  would  enable  me  to  furnish. 

The  entire  practicability  of  the  route  for  the  construction  of  a first 
class  railway  from  the  present  terminus  of  the  most  eastern  line 
from  New  York  city,  to  the  city  of  Halifax,  is  now  ascertained. 

The  European  and  North  American  Railway,  regarded  merely  as 
a Corporation  within  the  State  of  Maine,  is  a matter  of  trifling  mo- 
ment in  comparison  with  the  importance  it  assumes  as  a link  in  the 
chain  of  the  great  international  work  to  which  I have  devoted  so 
large  a portion  of  this  report.  It  would  however,  without  any  ref- 
erence to  its  connections  beyond  our  own  borders,  be  a work  worthy  of 
the  highest  confidence  of  the  public,  and  of  the  most  vital  impor- 
tance to  the  whole  eastern  portion  of  Maine. 

In  submitting  these  observations  to  your  Excellency,  I may  be 
allowed  to  adopt  the  language  of  the  Portland  Convention  as  ap- 
propriately expressing  my  own  sense  of  the  importance  of  the  Eu- 
ropean and  North  American  Railway: — 

“ This  great  Railway,  connected  as  it  will  be  with  Ocean 


91 


Steam  Navigation  and  the  railway  systems  of  the  whole  of  Europe 
and  America,  which  traverse  Empires,  Kingdoms,  Colonies  and 
States  for  the  advantage  of  all,  deserves  to  be  regarded,  not  by  the 
commercial  world  alone,  but  by  the  statesman,  the  lawgiver  and  the 
philanthropist,  as  one  of  the  greatest  links  in  that  mighty  chain 
which  is  fast  encircling  the  earth,  strengthening  the  bonds  of  broth- 
erhood and  Christian  fellowship,  multiplying  the  ties  of  lineage,  and 
helping  to  constitute  of  all  mankind,  but  one  great  Commonwealth 
of  Nations,” 

I have  the  honor  to  be, 

Your  Excellency’s 

Obedient  Servant, 

A.  C.  MORTON, 

Civil  Engineer. 


APPENDIX 


NOTE  A. 


' Statement  of  the  amount  of  lumber  surveyed  at  the  city  of  Bangor, 
from  1832  to  1850  inclusive. 


YEAR. 

AMOUNT. 

Feet. 

YEAR. 

AMOUNT. 

Feet. 

YEAR. 

AMOUNT. 

Feet. 

1832 

37,987,052 

1838 

85,392,117 

1844 

121,130,974 

1833 

45,442,566 

1839 

89,806,630 

1845 

171,688,737 

1834 

25,624,718 

1840 

71,726,622 

1846 

140,085,012 

1835 

73,416,065 

1S41 

77,091,793 

1847 

191,136,272 

1836 

46,619,921 

1842 

111,317,201 

1848 

212,932,499 

1837 

64,720,008 

1843 

113,798,619 

1849 

1850 

160,418,808 

203,754,201 

6 years 

293,810,330 

6 years 

549,1 32, 9S2 

7 years 

1,201,146,503 

NOTE  B. 


Summary  statement  of  arrivals  and  clearances  to  and  from  the 
port  of  Bangor,  from  Jan.  1st,  1850  to  Jan.  1st,  1851,  with  the  ag- 
gregate amount  of  the  principal  articles  of  imports  and  exports  dur- 
ing the  same  period: 

Arrivals  of  vessels,  - ...  3,567 

Clearances  of  vessels,  - - 3,574 

Imports,  Corn,  bushels,  ....  250,000 

“ Flour  barrels,  - - - 90,000 

“ Pork,  barrels,  - - - 8,000 

Exports,  Lumber,  Boards  and  Deal.  B.  M.  Feet,  203,754,201 
“ Laths,  - 40,000,000 


93 


Exports, 

, Pickets, 

3,000,000 

K 

Shingles,  - 

110,000,000 

tt 

Clapboards, 

5,000.000 

it 

Hacmetac  Knees, 

30,000 

u 

Hemlock  Bark,  cords, 

13,000 

tt 

Box  Shooks, 

- 250,000 

tt 

Pine  Masts, 

500 

it 

Juniper  Timber,  tons, 

4,000 

tt 

Cedar  Sleepers  and  Posts, 

100,000 

tt 

Bricks, 

- 5,000,000 

u 

Spars  and  Piles, 

10,000 

tt 

Fish  Barrels, 

- 150,000 

.tt 

Heads,  shooks  and  nests  of  dry  casks, 

40,000 

tt 

Hoops  and  Hoop  Poles, 

1,000,000 

u 

Sheep  and  Calf  Skins, 

50,000 

a 

Pig  Iron,  tons, 

1,000 

NOTE  C. 


Tonnage  of  Ships  built  in  the  principal  ship-building  States  from 
1845  to  1850,  inclusive. 


Year. 

Penn. 

N.  York. 

Mass. 

Maine. 

Maine 

exceeds 

Penn. 

Maine 

exceeds 
New  York. 

Mairte 

exceeds 

Mass. 

1845 

1846 

1847 

1848 

1849 

1850 

15,819 

15,784 

24,126 

29,638 

24,007 

21,409 

29,343 

33,753 

50,994 

68,434 

44,104 

58,342 

25,961 

24,321 

27,769 

39,366 

23,888i 

35,836 

31,105 

49,747 

63,548 

89,974 

I 82,255 
! 91,211 

15,286 

33,963 

39,422 

60,336 

58,248 

69,802 

1,763 

16,494 

12,554 

21,540 

38,151 

32,869 

5,144 

25,426 

35,779 

50,608 

58,367 

56,375 

Total 

130,783 

284,969 

177, 141  '407,840 

277,057 

123,371 

230,699 

Total  amount  built  by  these  four  States  in  six  years,  1,000,733 
tons,  of  which  Maine  has  built  407,840,  equal  to  40  3-4  per  cent  of 
the  whole. 


Tonnage  of  Shipping  owned  in  the  principal  commercial  States, 
from  1845  to  1850,  inclusive. 


Name  ofState|  1845.  | 1846.  | 1847.  | 1848.  | 1849.  | 1850. 

New  York, 
Mass. 

Maine, 

Louisiania, 

Penn. 

625,875 

524,994 

320,059 

170,525 

147,802 

655,695 
541,520 
3o8, 1 23 
181,258 
148,069 

747,024 

577,310 

381,353 

213,538 

182,997 

845,788 

641,288 

456,665 

227,009 

211,552 

911,280 

636,599 

466,488 

241,497 

231,652 

942,548 

685,441 

501,421 

250,089 

258,939 

94 


NOTE  D. 


The  Imports  into  St.  John  in  1850,  were, 

“ Exports  from  “ “ “ “ “ 

“ Imports  into  St.  Andrews  in  1848,  were, 


$3,174,189 

2,123,217 

194,782 

246,055 


Exports  from  “ 


Total  for  the  years  1848  and  1850,  Imports  $3,358,971 


“ Exports  2,369,272 


u 


The  clearances  of  vessels  from  St.  John  in  1850,  were  1718, 
equal  to  284,181  tons. 

The  arrivals  of  vessels  at  St.  John  in  1850,  were  1695,  equal  to 
260,424  tons. 

There  were  owned  in  St.  John  in  1849,  505  vessels,  equal  to 
93,192  tons.  And  the  vessels  built  were  63,  equal  to  26,202  tons. 

The  tonnage  arriving  at  all  the  ports  of  the  Province  in  1848, 
vessels,  3,034.  Tons,  467,398. 

The  outward  tonnage  in  1848,  vessels,  2978.  Tons,  463,309. 

Number  of  vessels  built  in  New  Brunswick  in  1847,  vessels,  115. 
Tonnage,  53,372. 

The  total  Imports  of  New  Brunswick  in  1850,  were  $3,771,895 
“ Exports  “ “ “ “ “ “ $3,108,010 


95 

NOTE  E . 


Totals, 

Halifax, 

Annapolis, 

Argyle, 

Arichat, 

Barrington, 

Cumberland, 

Cornwallis, 

Digby,  - 

Guysboro’, 

Liverpool, 

Lunenburg, 

N.  Edinboro’ 

Parsboro’ 

Pictou, 

Shelburne, 

Sidney,  - 

Wallace, 

Windsor,  - 

Yarmouth, 

NAMES  OF 

i 

i 

l 1 1 1 R 1 1 1 1 

• 1 1 1 ■ 1 1 ■ 1 * 

■ ■ 1 1 1 1 1 > 1 

PLACES. 

i— * 

No. 

era 

ZD 

tO  tO  i—1  h-»  05 

-3Q0tO^3tOt^C0CO  or  ^ CT'  to  CO  05  1— * 

00t0-3-3Ot0^C0^t0-3CJx05^3Oa«-3C0CD 

tc* 

05 

pi-* 

to 

o 

to  I-J  H-i 1 CD 

H 

CD 

05  oo  cm  ^ *— > -4  1— 1 1 1— ' ■ jj5  zd  j-»  jo  j-1^ 

COH-*  h-»  CO  00  oo'to'to  to  05  to^  cnlo  CO  CO  CO  05^ 

o 

m 

o 

o 

to 

^3C005CmCm00i£00t0CmCmi4^a0t£‘OCOi-‘05CD 
C0CDi-‘05  00  05Cmoa0CmOi£>t0t0tDCm^^05 

-3 

CO 

to 

i—*  1 — ' to  to  v->  to  „ ^ 1 — 1 1 — 1 >— * CO 

2 : 

czzj 

Cfl 

o 

05  CO  ^ CO  CO  Cm  05  to  Cm  CD  i—  C7»  to  05  0 to  to 

o 

3 - 

05 

^ CD  05  GO  i—1  -1  CO -3  00  Cm  CD  tO  05  CD  -3  CO  CO  CD 

CD 

&3 

to 

Cm 

1— 1 1— » to  t— i > h— ' 1 CO  i—1  05 

CQ 

*-d 

ZD 

tOGOHOHOOvjHCO  tO  ^ i-*  to  ^ -3  Cm 

o 

c« 

-3 

^-3 ‘^3  ^-3  SO  ^-3  30  00  h->^-3  05  ~CD  CD  O ^ ^3  05 

ss 

Ui 

CD 

CnOOl— ‘05CHCD00005CD  tf^tOCmtOO^OCm 

1—1 

^3  CO  00  tO  O CD  M O -3  05  ^^(^010-3-3-3 

2 

to 

i_i 

GO 

to  ^ 1— 1 to  05 

-3 

rfs*  1— ‘ Cm  tO  H5*  l— » ) — ‘ 1 — * 05  00 

<TD 

" 

> 

to  i 

1 ‘ 

Pi 

05 

to  to  to  -3 

H 

o 

OO 

t) 

05 

V*  CO  05^3  -3  ^ O t-»  3-*  CO  O 

s 

CO 

00 

to  >-»  0 to  CO  05  to  to  00  CO 

yi 

CD 

On 

to  0 05  0 CD  —3  05  CD  O —3  CD 

CO 

1— ‘ 

CO 

toto  Cm  1— * CO  ^ 05  103-*  ton 

O5Q0CO— 3 05  Q0  00OC010  ^C5Q0CmCOi-‘i£>£‘» 

M(-*^OWC0^O050D-30iCDC0CDQDOt003 

2 

CO 

p 

ZD 

»—3 

o 

88 

toto  ^ Cm  1— > 1— * •— * (£»  i—*  1-*  ^3 

-3 

p°  . 

H-*  05  J-3  CD  H-*  00  JO  JO  JO  JO  05  Cm  -3  Cm  CD  -3 

o 

CO 

CO 

s 

io  b m b co  m 01  ^ to  cm  05  To  ^3  co  co  'i- 

CmtOOOtOrf^H-*^i— ‘ CO  i— ‘CmtOtOCDC0-3O5^3CO 
t045CD^00Hf^05Ot0-3OO05  05^t0v->i— ‘tO 

5® 

to 

i 

o 

CO 

O' 

00  tO  ^ CD  tO  >— * f— ‘ to  h-  ^ i-»  8 

CO  rfs.  JO  GO  J-1  © ZD  JO  ZD  05  00  -3  00  05  I— * tO  00  CO 

© ^-3  00  00  00  Cm  h->  To  "tO  Om  CO  COrf^  ^ To  00  h-> 

t£O5O5.-3COtOi-‘O5CmCmQ0a0^3tOCDCma0C0Q0 
00^^00000(00000-3-3^01010001^05 

o 

o 

d 

W 

(» 

ZD 

"to 

P 

COo 

■ag 

to 

% 

S3 

H 

CO 

5' 

>-i 

1— » 

c 

s 

-3 

i — 1 i— » ZD 

g 

•!? 

> 

I—* 

COCO  CD  CO  o CO  to  05  -3  Cm  05 

S 

6 

i— * 

00  JO  5^  J-1  JO  05  Cm  JO  J-1  GO  ^ tO  Cm  -3 

a 

'S 

H 

00 

^-30  'bs'co'Vl  00  00  h->'cD  ^-3  ~05  00  Cm  To 

a 

W 

to 

i— ‘05  05  Cm  05  Cm  00  QO  05  Cm  00  £*  CD  05  00 

wc 

of 

O 

o 

CO  05  05  -3  i—1  © CD  00  CDOOtO^*  i— » 

f? 

-3 

„ 05 

<J 

o 

Cm 

00  J-*  JO  Cm  Cm  v— * © 

To  ©£*  iobi  HM  -3  © 

SB  » 

rb  • 

? o 

I.  3 

t" 

to 

Cm  © Cm  00  O Cm  CD  to 

* Oq  " 

c! 

to 

00  00  t-1  05  00  to  05  O 00 

W 

CO 

~-3 

to  1— * to  i-* 

-3 

to  Cm  ^ CD  cm  H-*  cm  ^ co  00  O m 05  CD  ho! 

t 

05 

CmjJ5  JO  cm  05-3  05  CmO— 305— 3C0005— 3tOOOO 
© 00  00  © i-*  To  ~CD  "►— * CO  H-*  CO  ~tO  £*  QO  rfs.  QO  T-*  -3 
j-*t005CDQ0CD05^CDO00C0t-‘^3®^®C0^ 
Cm-3rf5>.tO-3CmCOOOCm05-3QO©Cm.-3tOOiai>Cm 

< 

1 

D 

05 

1 Cm 

J 

IMPORTS. 


EXPORTS. 


96 


3 0112  062003188 


NOTE  E . 


(MCDCDtOCDtOOSCD 


tOCDOSCOtOCDO^ 
" '^OCOt- 


T— ItOi-tOOf"*’— iQO^CMrH 
CD  CD  00  ^ tO  tO  CD  CD  t"  CD 

Oi  Or  I-H  CD^  CQ  tO t"  ^ l-  0_  t*  «-* 00  Tf 

rf  to  to  © os"  co"  r-T  co  © r-T  of  co  co"  cd"  to"  nT  co"  © 

CD  rH  CO  rH  CO  CO  LO  OS  CO  tO  CD  CO  tO  05  Ol  CO  F- 

CM  rH  rH  <M  CM 


r-H 

cm 

OS 

00 

CD 

CM 

CO 

CM 

hr  ® 

o 

o 

CD 

00 

CD 

t- 

o 

* .2S  « 

® q w 

to 

l-H 

r-H 

CM 

r~ 

co 

H §3 

cd" 

to 

go" 

cm" 

co" 

cd" 

(£“ 

to 

CO 

i-H 

CM 

CM  CO 
CD  O 
OS  ^ 
CD 
ICO 
CO 


© <M  CO  CO  tO 
OlOiOOlO 
O CD  CD  CM  00 
to  CO  £""  t-T 
1— ( < — It — I (M  CM 


CO 


locnowuuiowi'ts 
cor-icr>t^r'^H>— ios^oi 
^COCDOS^QOOCOOCM 

H o'  co"  o t-T  r-T  co"  os" 

HCOOrH  CD  CM 

CM 


O CM 
OS  CD 
^ CD 

co"  00 
{> 


i- ICM^OOCOCOCMQO  CM  05  O tH  r-  OS  CO  CM  00 
QOOSO^t— iGOt^tOt-GO'-<CMOOt^C-CDOS 
CD(»CDWOSl>T£rHr^i^05^tOCOrH<MO 
of  o"  © cm"  t-H  oT  co"  to  o"  oo"  cd"  OS  oo"  co"  © 00 

HCD(MH(MH  fCQHlOHlOOOOSr-llO 


CSOS^r^r-C-^CMOS(MCDOOS(MCOtOCOOOS 

CDCDOOOOS^Hhhcd^^imcOCSJGOiOOhcD 

o oo  oi  t-  co  co  ^ r-  to  © cm  a^oo  oo 

cm"  to  cd"  co"  rf  'cf  i>  cd"  cm"  go"  to  t-T  cm  os"  f-"  © go 

CD  CM  CO  r-H  HfH  co  1— I CO  H 


CM  O 00 
rH i CM  ’ — i 

O h co 


C0C0C0G0G0'-iCDt-iO--HQ0C01>tOr- 

t-  r-  OS  CD  tOCO^CDCDCOCMCDOSj^ 


to 


M t*  H 


CM 


ca 


_2£  I ” 

« l o 

H 


O 
tO  ^ 
t-  i-i 


to 

OS 


f kO  cs  ^ CO  CD  ^ 

OSOstO^CMOOC-O 
OS  CD  ^ CM  1-H  c-  o 

( 'cf  co"  t-T  r-T  cm"  cm"  oo" 
to  i— i cM 


or»otoi”-coc-ocot- 

OOOSQOt^CD^HOSl^CDOS 
rtf  OS^  ©^  CM  CM  00  O 

hhVoV"  co" 

rH  CD  rH  CM 


,tO  CM  CO  O OS  iO  oao 0 

CO  ’ — i tO  CM  CM  CO  CO  t-1 
(M  h (M  ^ 


COCDt^rHOSCDGOCOOOtO 

CO  CM  C5  ^ H co  OO 

CM  to  <— I r-H  <M  T-l 


OO^tOCD^HfGOOSCOOSOOOtOOCOCO^-H 

t-l'(MOCOCDCOOCOQO^^WtO^(JOCO^CS 
'cHt^OOtO^J>CD'^C^CO?>OSi>'^CM^OCOiOOSCO 
oo"  o"  rf  rH  cm"  rH  os"  co"  to"  co"  cm"  H'  1>"  to"  t-T 


os  ; 

lO 

o" 

CM 

t- 


CM 


OOtOOSCOOOtOOGOrHOOCOCMCMOS^  t-  00 

CDtO^COtOtO  >- irH<MCMTCtHCOtOCD’^t,0 
rH  1— I rH  CM  CM  rH 


to 

1—1 

t'-" 

CM 
CD  . 
O | 
CD  ! 
CM"  | 


tO  i 

os ! 
to"! 

CM 
CM  ! 

CO 


CM 


